The seller can deliver in either of two ways. Where the seller's own premises are the named place, delivery happens once the goods are loaded onto the vehicle the buyer has arranged. If the named place is elsewhere, delivery happens when the goods, still on the seller's vehicle and ready to be unloaded, are made available to the carrier or other person the buyer has nominated; alternatively the seller may buy goods already delivered that way (string sales). Risk passes at that moment, so the exact point should be named, failing which the seller may choose it. Export clearance, where needed, is the seller's job, but the seller is not obliged to clear them for transit or import. The buyer books or organises carriage from the named place (its own vehicle may be used) and must tell the seller who the carrier is, when delivery will take place and at what point. If the parties so agree, the buyer can instruct its carrier to issue the seller, after loading, a bill of lading marked as shipped on board, which the seller must then pass to the buyer; the seller takes on no liability for the terms of the carriage contract. The seller pays the costs up to delivery, export clearance and packaging; the buyer pays costs from delivery onward and the transit and import formalities and duties. For containerised goods handed to a carrier before they go aboard, FCA, not FOB, is the right rule.
The graph holds this control, the 0 it maps to, and the evidence behind each claim, over MCP and REST.