Critical appraisal involving examination, measurement, testing, gauging, and comparison of materials or items. An inspection determines if the material or item is in proper quantity and condition, and if it conforms to the applicable or specified requirements. Inspection is generally divided into three categories: (1) Receiving inspection, (2) In-process inspection, and (3) Final inspection. In quality control the role of inspection is to verify and validate the variance data; it does not involve separating the good from the bad.

In international trade several destination countries require pre-shipment inspection. The importer instructs the shipper which inspection company should be used. The inspector makes pictures and a report to certify that the goods that are being shipped and produced are in accordance with the accompanying documents. Commodity inspection is other term that is used between buyers and sellers. The scope of work for commodity inspection depends to the buyers. Some buyers hire the inspection agencies only for pre-shipment inspections i.e. visual quality, quantity, packing, marking and loading inspections and some others request for higher level inspections during manufacturing processes. Normally inspection is done based on an agreed inspection and test plan (ITP).

Required usually for import of industrial equipment, meat products, and perishable merchandise, it certifies that the item meets the required specifications and was in good condition and correct quantity when it left the port of departure. Also called inspection certificate or inspection report.

An inspection performed on shipments of goods arriving at a location. An incoming goods inspection may include close inspection and functionality testing of the received items, or may only consist of counting the units received and performing a surface inspection of shipping containers to assess whether any damage may have occurred in transit.

Container shipping is different from conventional shipping because it uses 'containers' of various standard sizes - 20 foot (6.09 m), 40 foot (12.18 m) , 45 foot (13.7 m), 48 foot (14.6 m), and 53 foot (16.15 m) - to load, transport, and unload goods. As a result, containers can be moved seamlessly between ships, trucks and trains. The two most important, and most commonly used sizes today, are the 20-foot and 40-foot lengths. The 20-foot container, referred to as a Twenty-foot Equivalent Unit (TEU) became the industry standard reference so now cargo volume and vessel capacity are commonly measured in TEU. The 40-foot length container - literally 2 TEU - became known as the Forty-foot Equivalent Unit (FEU) and is the most frequently used container today. The container sizes need to be standardized so that the containers can be most efficiently stacked - literally, one on top of the other - and so that ships, trains, trucks and cranes at the ports can be specially fitted or built to a single size specification. This standardization now applies across the global industry, thanks to the work of the International Organization for Standardization (ISO) that in 1961, set standard sizes for all containers. Proper loading or "stuffing" of containers is very important to the safety and stability of the containers and the ships, trucks and trains that transport the containers. In 2008, the World Shipping Council (WSC), together with the International Chamber of Shipping (ICS), published Transport of Containers by Sea - Industry Guidance for Shippers and Container Stuffers to aid those loading containers. In 2010, WSC and ICS issued a joint statement calling on the International Maritime Organization (IMO) to establish an international legal requirement that all loaded containers be weighed at the marine port facility before they are stowed aboard a vessel for export. Containers are generally constructed of aluminum or steel with each container size and type built according to the same ISO specifications, regardless of where the container is manufactured. Shipping containers are available in a variety of types in addition to the standard dry cargo container often referred to as "special" equipment. These special containers include open end, open side, open top, half-height, flat rack, refrigerated (known as "reefer"), liquid bulk (tank), and modular all built to same exterior lengths and widths as the standard dry cargo containers. Containers in the global container fleet equate to more than 34 million TEU. Open tops are used for easy loading of cargo such as logs, machinery and odd sized goods. Flat racks can be used for boats, vehicles, machinery or industrial equipment. Open sides may be used for vegetables such as onions and potatoes. Tank containers transport many types of liquids such as chemicals, wine and vegetable oil. Every container has its own unique unit number, often called a box number that can be used by ship captains, crews, coastguards, dock supervisors, customs officers and warehouse managers to identify who owns the container, who is using the container to ship goods and even track the container's whereabouts anywhere in the world.

Light Trucks
Light trucks are larger than mini trucks but smaller than medium trucks. In the US, they are defined as weighing between 00001–14000 lb (0001–6350 kg). There is no smaller classification.

Medium trucks
Medium trucks are larger than light but smaller than heavy trucks. In the US, they are defined as weighing between 14001–26000 lb (6351–11793 kg). In North America, a medium-duty truck is larger than a heavy-duty pickup truck or full-size van.

Heavy trucks
Heavy trucks are heavier than medium trucks. They weigh between 26001 to over 33000 lb (11794 to over (14969 kg). There is no higher on-road classification.

Very heavy trucks and transporters
Vehicles in this category are too large for highway use without escorts and special permits.

EXW- Ex Works (named place of delivery)

FCA- Free Carrier (named place of delivery)

CPT- Carriage Paid To (named place of delivery)

CIP- Carriage and Insurance Paid to (named place of destination)

DAT- Delivered at Terminal (named terminal at port or place of destination)

DAP- Delivered at Place (named place of destination)

DDU- Delivered Duty Unpaid (named place of destination)

DDP- Delivered Duty Paid (named place of destination)

FAS- Free Alongside Ship (named port of shipment)

FOB-Free on Board (named port of shipment)

CFR- Cost and Freight (named port of destination)

CIF-Cost, Insurance, and Freight (named port of destination)