ome with the reasonable coexistence of multiple virtualized networks, namely network slices, tailored to automotive use cases. Such a design forces a compound upgrade of business plans as well as RAN and CN architectural blocks, as described in Section 13.6. A gradual transition is also expected toward a fully capable 5G network that might be expedited by the deployment of ETSI MEC platforms, being able to fulfill many of the automotive use case requirements. MEC-based solutions should incorporate the following main sets of functionalities within a V2X communications system: (i) baseband units (BBUs) of a Cloud-RAN (C-RAN) archi- tecture for access link termination, (ii) core gateway functions for session management, routing of local traffic, etc. and (iii) an interoperable and programmable computing envi- ronment for cloud-based vehicular applications [7]. In particular, to enhance hardware reconfigurability and network agility, especially in view of high mobility scenarios, the recent advent of software-defined networking (SDN) and NFV boosted the potential of a C-RAN deployment by means of virtualizing NFs, thus enabling general purpose processors to be exploited for optimized network operations. Nev- ertheless, the strict end-to-end latency requirements of the automotive use cases are ardu- ous to achieve by means of a highly virtualized albeit remote cloud. The need to process data in a proximity-based manner can be hardly satisfied even by means of fractional RAN cen- tralization procedures. Toward this end, the proximity-oriented deployment of MEC hosts at RSUs, or co-located with the BSs, can be useful for efficiently allocating all resources needed to run C-RAN equipment. Architecturally renewed by the 5G service types and related key features, the CN shall support new highly demanding services with increased data rate, reduced end-to-end latency, massive connectivity, guaranteed QoS/QoE, and higher availability and effi- ciency. Therefore, MEC is expected to facilitate the transition to 5G deployments, 