and alert signals. Finally, forthcoming autonomous driving vehicles will heavily rely on vehicular communication technology [4; 5]. Currently, V2X communication is based on direct communication and network communication. Direct communication provides ad hoc communication links for V2V and V2I communications and works at the ITS 5.9 GHz band using the IEEE 802.11p standard protocol in the US and the ITS-G5 protocol in the European C-ITS initiative [6; 7]. Network communication, also named Cellular-V2X (C-V2X) communication, is used for short-range V2V, V2I and V2P use cases in the unlicensed ITS 5.9 GHz band using the IEEE802.11p protocol but also for handling wide-area infrastructure-based communications (V2N) use cases (e.g., infotainment and latency-tolerant road safety messages, traffic conditions alerts, etc.) using the regular band licensed for cellular networks (e.g., the 3G/4G and LTE band) [8; 9]. In addition, C-V2X will also soon be operated through the 5G New-Radio (NR) wireless communication [10; 11; 12]. The combination of 5G candidate frequency bands in the low-middle- and high-band ranges will enable technology improvements and services, overcoming the limitations in communication speeds, latency and the available bandwidth of the current cellular technologies (e.g., 3 GPP LTE and IEEE 802.11p) and thus increasing road-safety and driving efficiency. Indeed, the use of 5G NR communication will provide both a wider coverage area and a higher system capacity never reached before, such as end-to-end latencies below 5 ms, ultra-high reliability close to 99.999%, positioning accuracy down to 5 cm and the handling of a very large number of connected vehicles, necessary in the future V2X communications and C-ITS mobility world [4; 13]. The standardization of the 5G-V2X protocol for vehicular communication is still under discussion by the 3 rd Generation Partnership Project (3 GPP) consortium. In detail, 5G-V2X will work not only in the ITS unlicensed band at 5.9 GHz but also in two additional larger frequency ranges, namely, frequency range 1 (FR1), from 410 kHz to 7.125 GHz, and frequency range 2 (FR2), from 24.25 to 52.6 GHz, in the millimeter waves spectrum, to satisfy the new technology requirements for low latency and ultra-high reliability communications [11; 12]. 5G-V2X communication will be possible thanks to the forthcoming deployment of 5G network infrastructure and specific 5G-V2X antennas for the car. Efforts have been made recently to design and evaluate the performance and characteristics of these forthcoming 5G-V2X car antennas (see, e.g., [14; 15; 16; 17; 18; 19; 20]). One current topic of research is the design of 5G-V2X antennas with a small size, high gain and broad beam-width coverage for this type of vehicular communications [14]. Some studies deal with the characterization of multi-band antennas with different form factors and integrated communication standards (i.e., LTE/4G, 5G and radars) [15; 16; 17]. Others focused on the study and adoption of antenna arrays in both of the new 5G frequency ranges (i.e., FR1 and FR2), which represents the most suitable solution to increase gain and overcome the path loss problem [14; 18; 19; 20]. The introduction of 5G-V2X vehicular communication will have an impact not only on novel transportation and mobility services but also on the users (i.e., drivers and passengers) and people in proximity (e.g., pedestrians and road-users in general) of the connected car: as a matter of fact, these people will be exposed to additional and not yet thoroughly investigated RF sources coming from their own car, from nearby cars and from the infrastructure. The assessment of possible modifications in human RF exposure levels due to the new 5G wireless communications is a timely issue, as evidenced in the Technical Information Statement (TIS) of the Committee on Man and Radiation (COMAR), which addresses health and safety issues concerning the exposure of the general public to radiofrequency (RF) fields from 5G [21].