## 5 Discussion
Here, the road infrastructure plays an important role because the larger the radius, the longer the duration of the lateral acceleration event. Therefore, other works of research such as [33] can obtain a longer duration of acceleration events because they are based on road infrastructure, and different vehicle dynamics and driving style (e.g., smooth or hard acceleration/braking/cornering). Because of the longer evaluation time of acceleration events, we obtained lower maximum accelerations during vehicle braking and acceleration than in [33], where 0.79% of lateral accelerations (two trucks from three, and only one from three-vehicle combinations with a one-axle semi-trailer) were above 0.40 g, but, with our different vehicle combinations (three-axle semi-trailer), we obtained zero events above 0.40 g even within the shortest evaluation time of 80 ms. We obtained lateral accelerations above 0.40 g only from filtered accelerometer data without evaluation times. If considering longitudinal accelerations, we obtained hard braking with a higher acceleration of ax1000 = -0.492 g and ax80 = -0.660 g (see Table 3) than 0.48 g in [33], but, when considering only filtered data without evaluation times, we obtained a deceleration of -0.804 g which is exceeding the designed acceleration for cargo securing, but we cannot say that this value is important for cargo securing. Vehicle dynamics threatens the stability of load units which can cause risks to human life, reputation damage, and economic losses. Unsecured cargo poses significant risks during transport and handling. Low-stability units can cause product damage or accidents during transport and handling, leading to waste and financial losses. A sufficient load unit stability reduces product loss and avoids penalties [28; 41]. There are no publicly available data about the stability of different load units. The standard prEN 17321:2021 considers a minimum stability of 0.18 g \(\approx\) 0.2 g according to the expert opinions, which means that the load unit shall withstand an inclination test to 10 degrees. We have demonstrated, through our research, that it is necessary for the load units to have a minimum stability of 0.2 g and that is because of the highest number of acceleration events in the interval of 0.1 g to 0.2 g even on highways, which are the less demanding road infrastructure  
We can conclude that load units with a stability of less than 0.2 g are completely unacceptable for transport without additional securing because we obtained 70.3 acceleration events per 1000 km in the interval of 0.1 g to 0.2 g on highways, but 1148.1 events per 1000 km on other roads (see also Figures 5 and 6, top figures). We can expect such large numbers of acceleration events in this interval also during cargo handling. If we consider that the weakest load units have a stability from 0.2 g to 0.3 g, such acceleration events still occur very frequently at 32.3 acceleration events per 1000 km on highways, but 117.3 acceleration events per 1000 km on other roads, which is still a large number of acceleration events that can damage the weakest self-standing load units (see also Figures 5 and 6, bottom figures). \begin{table}
\begin{tabular}{c c c c c} \hline \multicolumn{5}{c}{**Duration of Longitudinal Event [s]**} & \multicolumn{2}{c}{**Duration of Lateral Event [s]**} \\ \hline  & **>0.1 g** & **>0.2 g** & **>0.1 g** & **>0.2 g** \\ \hline minimum & 1.00 & 1.18 & 1.00 & 3.42 \\ mean & 2.49 & 5.19 & 4.59 & 11.03 \\ median & 2.05 & 5.00 & 3.04 & 9.28 \\
75\% & 2.84 & 6.96 & 5.60 & 14.98 \\
80\% & 3.07 & 8.24 & 6.88 & 15.55 \\
95\% & 5.79 & 10.36 & 14.29 & 24.47 \\
99\% & 9.48 & 11.65 & 19.40 & 26.68 \\ maximum & 16.86 & 11.65 & 27.18 & 27.18 \\ \hline \end{tabular}
\end{table} 
Table 10: Statistical evaluation of duration of longitudinal and lateral acceleration events.