## 4 Conclusions  
In conclusion, this paper provides for the first time results from the comprehensive in situ measurement of the EMFs in a car cabin during travel on part of several European roads (E60, E61, E65, E70, E75, and E80). The measurements were performed in seven European countries: Austria, Bulgaria, Croatia, Hungary, Italy, Slovenia, and the Republic of Serbia in the period April 2022-April 2023. The total distance over which the measurements were carried out was more than 1900 km.  
We found that the higher maximal values of the electric field are observed in the car cabin when driving on roads that pass through large cities or ring roads of large cities. In Austria, the highest maximal value of 17.4 V/m was observed on the Vienna Ring Road. In addition, higher maximum values were measured for Zagreb Ring Road, Bologne Ring Road, Padoue Ring Road, Ljubljana Ring Road, and Beograd. The highest measured value was 14.59 V/m on the _Ez_-axis. The lowest _Etotal_ value in all roads was 0.11 V/m. The lowest measured value was 0.047 V/m on the _Ez_-axis. Moreover, the data show that the exposure of car drivers and passengers during travel on European roads is below the ICNIRP reference level [17]. These data may be also helpful for the exposure assessment during in vitro and in vivo experiments.  
Figure 27: Comparison of the results between different European countries.  
With the comparison of existing measurement campaigns [7; 8; 9; 10; 11; 12; 13; 14; 15; 18; 19; 20; 39], we present results for the E-field in a complex environment due to the semi-resonant nature of the vehicle body. The presented information for the field strength of _Ex_, _Ey_, and _Ez_ components serves as an indication for the orientation of the electric field, which is valuable for the design of both new absorbers of EMF for the car cabin and new flexible rectennas for EMF energy harvesting in vehicles.  
Future studies will address the exposure assessment of car drivers and passengers during an ongoing voice call and data transmission in car generic wireless communications scenarios and new V2X communication scenarios as vehicle-to-vehicle (V2V), vehicle-to-infrastructure (V2I), vehicle-to-pedestrian (V2P), and vehicle-to-network (V2N) communications.  
Conceptualization, G.L.A., B.N.A. and N.T.A.; methodology, G.L.A. and N.T.A.; software, N.T.A. and B.N.A.; validation, G.L.A., B.N.A. and N.T.A.; formal analysis, G.L.A. and N.T.A.; investigation, B.N.A. and N.T.A.; resources, G.L.A. and N.T.A.; data curation G.L.A., N.T.A. and G.L.A.; writing--original draft preparation, G.L.A.; writing--review and editing, N.T.A. and B.N.A.; visualization, B.N.A. and N.T.A.; supervision, G.L.A.; project administration, G.L.A.; funding acquisition, G.L.A. and N.T.A. All authors have read and agreed to the published version of the manuscript.  
This research was funded by the BULGARIAN NATIONAL SCIENCE FUND of the Ministry of Education and Science, Bulgaria, grant number KP-06-H57/11 from 16 November 2021 \"Antenna structures for new energy sources in next-generation wireless networks\".  
Not applicable.  
The data presented in this study are available on request from the corresponding author.  
The authors declare no conflict of interest.