Delivery happens when the seller places the goods beside the ship the buyer has nominated (on the quay or on a barge) at the port of shipment named in the term, or buys goods already delivered that way; from then on risk and all costs pass to the buyer. The exact loading spot in the port should be named, since the costs and handling charges of getting there differ with local practice and fall on the seller. Export clearance, where needed, is the seller's job, but transit and import clearance are not. The buyer books carriage from the port, nominates the ship, tells the seller the vessel, loading spot and time, and bears the extra costs and risk if the ship does not turn up, cannot load the goods or stops accepting cargo before the notified time, as long as the goods have been identified as the contract goods. FAS does not suit goods that change hands at a container terminal; FCA should be used there.
The graph holds this control, the 0 it maps to, and the evidence behind each claim, over MCP and REST.