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@skydancer
@chameleon does have a point. Perhaps Cambridge is an example. Though you could argue that where there is a high traffic volume it is better to reduce that volume through reducing road space and speed rather than accepting that as a constant and defaulting to remove cyclists to their own dedicated space
However places where there is a separate bike network and mass cycling that LCC people are looking to such as cities in Denmark and in Holland have built theirs in the early 70s before they became as motorised as London, they didn't then build for motors like we did, creating inner city A-roads like motorways. Also these place are so much smaller than London.
And even in these places segregation is a small percentage of the total network and many other means are used to make cycling pleasant such as Law, culture, home-zones, cycle streets, cycle training, filtered streets ... a range of measures like those which HCC are working with the council to put in place in Hackney.
Much of the Hackney approach is being taken up by TfL (see their new cycle design standard), and segregation does form part of the list of measures that a borough/ TfL can use.
It is clear that London's Streetscape has changed dramatically over the past few years, many of these changes have focused on public realm improvements and many have reduced space for motors.
examples of main roads changed for the better include : Upper Street, A10 Dalston, Oxford Street, Walworth road, etc
Some boroughs have gone further than others.
And it is, as I have stated a few times, a work in progress and in the right direction, to change a car centric culture through infrastructure, behavior change through education, and through law and enforcement (which is probably the area that needs much more work -and is an area that TfL is beginning to recognise, to the extent that TfL are pressuring DfT to revise the Highway Code)