-symbol feedback that was initially proposed for multicarrier code division multiple access systems in [25]. This method is based on the maximum likelihood criterion and two implementations for this method in time-frequency and delay-Doppler domain are presented in [24]. To reduce the computational burden of the available OTFS detectors, the authors in [26-28] propose low complexity linear detectors based on ZF and MMSE criteria. Another interesting application of OTFS is for URLLC in vehicular scenarios where coherence between the uplink and downlink cannot be guaranteed. This leads to channel aging issues as the channel impulse response varies with time for the mobile users. Thus, the estimated channel responses in the uplink become outdated and cannot be used for downlink precoding in massive MIMO systems. This leads to the breakdown of channel hardening effect in massive MIMO and thus, performance degradation [29]. In contrast, when an orthogonal precoding (OP) such as the one in OTFS is deployed, both delay and Doppler spread can be used to recover the channel hardening effect [30]. As a result, massive MIMO with OP, when the channel estimates are outdated, brings two orders of magnitude bit error rate (BER) performance improvement as compared with the case without OP [30]. Multiple access is another important aspect of vehicular channels. There are different multiple access techniques being discussed in OTFS literature SO far. Some are based on the traditional orthogonal multiple access (OMA) in delay-Doppler domain, e.g. [22], while some are considering asymptotic orthogonal multiple access in massive MIMO systems, e.g. [30]. As an alternative to these approaches, a new non-orthogonal multiple-access (NOMA) transmission protocol for OTFS has been recently proposed in [31, 32] that enables pro- vision of service to users with heterogeneous mobility profiles, i.e. users that are moving at high speeds and users that are static or quasi-static. Based on the results of [31], both high mobility and low mobility 