## 2 Literature Review
In recent years, the development of advanced driver assistance systems (ADASs) to fully automated vehicles (AVs) have focused on innovations in transportation, real-time infrastructure-to-vehicle and vehicle-to-vehicle connectivity, automation in transportation systems for people and goods, and smart agriculture, including safety driving, navigation and positioning systems, traffic flow management, and pollution control. One of the key points of safe development is related to the accuracy and reliability of sensors used in multi-sensor networks, and, hence, to traceable metrological characteristics based on standard procedures and/or experimental methods that are generally agreed upon [18]. As is well-known, gyroscopes in combination with accelerometers are essential components of inertial measurement units (IMUs) integrated into vehicles to detect the amplitude and direction of applied forces, angular velocity, and orientation. Recently, based on suitable calibration procedures that are currently available, it is possible to ensure the metrological traceability of digital 3-axis MEMS accelerometers for both inertial and dynamic conditions with proper accuracy and precision from traceability budgets and detailed uncertainties [19; 20]. It has already been mentioned several times that the safety of transporting goods is an important factor. This security is the responsibility of the parties involved in the transport in question. The consignor is liable for the correct marking and packaging of the goods. The loading organization is liable for loading the goods, the driver for the correct stowage and securing of the cargo on the vehicle, and the carrier for the selection of a safe route and the transport itself. According to the convention on the contract for the international carriage of goods by road (CMR), the carrier is liable for the total or partial loss of the consignment or for damage to the consignment arising from the time of acceptance of the consignment for carriage until the time of its delivery, as well as for any overrun of the delivery period [CMR]. The liability of the carrier is thus presumed. The carrier may be exonerated from liability if he proves that the loss of the consignment, its damage, or the exceeding of the delivery period was due to fault of the following:  
* the beneficiary;
* an order of the authorized person which was not due to the negligence of the carrier;
* the shipment itself;
* circumstances beyond the carrier's control and the consequences of which are beyond the carrier's power to remedy. The burden of proving these facts is on the carrier. The carrier shall likewise be exempt from liability if the loss or damage arises from a special danger connected with at least one of these facts:the use of open vehicles without tarpaulins (if such use of vehicles has been expressly agreed upon and noted in the consignment note);
* the missing or defective packaging of the consignment (which, by its nature, if not properly packed or not packed at all, is liable to loss or damage);
* the handling, loading, stowage, or unloading of the consignment by the consignor, consignee, or persons acting for the consignor or consignee;
* the inherent nature of certain goods (for which they are subject to total or partial loss or damage, in particular, by breakage, rust, internal deterioration, desiccation, leakage, normal decay, or exposure to insects or rodents);
* insufficient or defective markings or numbers of individual items of the consignment;
* the carriage of live animals. If the carrier certifies that the damage may have arisen from any of these hazards, the burden of proof shall pass to the customer. The customer must prove that the damage was caused partly or wholly by another cause [21]. The carrier is obliged to take out insurance against liability for damage caused by the operation of the vehicles and the activities of the vehicle crews to consignors, consignees, and, where applicable, third parties.