1) tackle the problem of loading and unloading whereby many cars and trucks park on the pavement or cycle lane. 

2) a remodelling of the road to include more space for pedestrians and cyclists and more frequent and safer crossings to improve the shopping experience.

3) decrease the speed limit to 30 km/h

4) redirect the intercity busses (e.g. Flixbus) who use this road to reach the Astridplein at the end.

The organization has reached attention by organizing public demonstrations like artistically painted car wrecks to draw attention, photoshoots with local citizens on the road, painting a fake cycle lane (although it was contested by the organization that this was their work). Through these actions the organization managed to attract the attention of several public figures like former Mayor of Antwerp, Bob Cools who suggested to turn it into a one-way street [3] and eventually also Flemish minister of mobility, Lydia Peeters who decided to transform the street into a cycle-street [4] [6].. A cycle street entails a maximum speed of 30 and a prohibition for cars to overtake cyclists. This proposal was not welcomed by the Antwerp alderman for mobility, Koen Kennis and the local Police. They claim this is a small measure that will not fix the greater picture and more likely spread the problem outwards. The local Antwerp government planned to give a negative advice for the plans of minister, but failed to reach a compromise. The liberal fraction that is part of the majority, and to whom the minister belongs, was opposed to the negative advice [5]. Ironically this has become a conflict between the conservative party, N-VA, to whom alderman Kennis belongs and the liberals. Yet both parties form the majority of both the city of Antwerp and the Flemish government.

More must be done regarding the unsafe traffic situation ... On the 1.3-kilometre stretch in question, more than 30 injury accidents have been occurring every year for years, more than half of them involving cyclists. This means that without measures, we can expect another 150 victims in the next five years. And that is how long it will certainly take before a final redesign can take place; among other things, it is waiting for the completion and opening of some metro stations. The analysis of the traffic police shows that three quarters of these bicycle accidents involve a car. Accidents involving buses and trams are exceptions, but a speed limit of up to 30 km per hour for these heavy vehicles also advisable, given the potential severity of a collision with a cyclist or pedestrian.[6].

Bicycle accidents with cars are mainly related to the opening of car doors after parking (half of the accidents with passenger cars) and with parking maneuvers. So the AWV provides loading and unloading zones to avoid frequent double parking, while the bicycle street allows cyclists to ride more in the middle of the roadway, at a safe distance from the parking lanes. A second dominant type of accident has to do with cars passing cyclists (a quarter of bicycle accidents with passenger cars).With the bicycle street statute, the rule that you are not allowed to pass a cyclist by car would become clearer. .... Reducing the annual number of bicycle victims by a quarter within five years is one of the objectives. Half of the traffic victims in Flanders fall on roads where you can drive 50 km per hour. That is why the minister wants to encourage road authorities to limit the speed to 30 km per hour where 50 kilometres per hour is unsafe for cyclists and pedestrians The Turnhoutsebaan is the litmus test. With the Turnhoutsebaan, Antwerp can become a cycling city for good – or not.[6].