ompulsory to fulfill [12]. The saturation of the bands below 6 GHz along with the growing demand of wireless channel capacity for new communication is pushing towards the increase on the operating frequency of the 5G/B5G/6G devices. One of the main drawbacks when the frequency increases is the higher resulting propagation losses, as well as an increase in atmospheric absorption, as well as in relation with shadowing effects related with frequency dispersive material characteristics [18]. In 2014, the third-generation partnership program (3GPP) working groups considered incorporating vehicle-to-everything (V2X, communication links related in general with the vehicular environment, enabling widespread connectivity) as an additional feature for LTE Advanced, [19-22, 22, 23]. 3GPP's Technical Specification Group on Service and System Aspects (TSG-SA) within LTE Release 15 explored the 5G-grade enhanced V2X (eV2X) use cases [19, 20, 24, 25]. The envisioned scenarios (platooning, remote driving, smart car sensory.. will require a combination of very high data rates, large reliability levels, and low latencies [19, 20, 24-26]. 3GPP introduced LTE-based vehicle-to-infrastructure communications (V2I, which enables wireless links between vehicles and road infrastructure, for enhanced and secure transportation as well as for non-critical user-oriented applications) and device-to-device D2D communication for the V2V communication [19-21]. D2D communication is considered as essential for the case where the cellular network coverage is missing or not guaranteed [19-21]. However, none of those technologies is sufficient to accomplish the stringent requirements demanded by the eV2X or LTE V2X applications. For this reason, 3GPP started developing in Release 19 [19, 20, 22], a standard that will lead to the third wave of V2X communications that will complement LTE by including the 5G New Radio (NR) technologies (NR-V2X) with special attention to the deployment in millimeter wave bands for vehicular communications [19-21, 24, 27].