99.999 10-1000 Remote driving 99.999 25 (UL) 1 (DL) inter-vehicle distances; (ii) advanced driving foresees vehicles to share data obtained from local sensors and their driving intention with other vehicles in proximity, thus allowing to coordinate their trajectories or maneuvers; (iii) extended sensors enable the exchange of raw/processed sensor data or live video data among vehicles, road-side units (RSUs), and VRUs, (iv) remote driving allows a remote driver or a cloud application to tele-operate a (private or public) vehicle; this is useful for those passengers who cannot drive themselves (e.g. impaired people) or when the vehicle is located in dangerous or uncomfortable environments (e.g. earthquake-affected regions, road construction work zones). Requirements for such services get stricter as the degree of automation increases: e.g. latency requirements pass from 100 ms for information sharing in case of advanced driving to 5 ms in case of remote driving, as illustrated in Table 13.1. Although the objective of 3GPP in targeting connectivity requirements is neat, the aforementioned applications also need computing resources, e.g. for developing remote vehicle control systems and for the analysis and aggregation of sensor/video data retrieved from vehicles and other sources, as clarified in Section 13.4. 13.3 V2X Communication Technologies V2X communication is a key enabler for a safer, greener, more connected and autonomous driving experience. After more than a decade of extensive industrial and academic research, standardization activities, and field trials, the choice of the enabling V2X communication technology is still under debate. IEEE 802.11p (ITS-G5 in Europe) was considered as the "de facto" access technology for vehicular networking until a few years ago, with worldwide field trials demonstrating its feasibility for day-one V2X applications (e.g. emergency brake light, stationary vehicle warning) [4]. However, this technology has been slow to be developed on a large scale, and in recent years its s