In contrast to the more reliable, frequent and affordable public
transport systems in many countries alongside the greater density in
most other European or Asian cities (e.g. Hall, 2014), this paper has
underlined the significant limitations to TOD as a sustainable form of
development, especially in regional Green Belts like the West Midlands,
as opposed to the panacea that its proponents sometimes promote it to
be (Chance, 2019).However, despite trying to follow the
recommendations of the TOD literature, planners are arguably con strained by nationally advised housing targets, a challenging range of
actors in order to facilitate TOD, especially HRT with the disconnect
between the national rail network and local planning, and broader
governance and administrative restrictions within an era of localism
(Knowles, 2012; Knowles and Ferbrache, 2019; Mace, 2018). Indeed, it
has highlighted the broader disconnect that there sometimes is between
the aspirations of planning policy and practical outcomes of development
underlining the critical importance of another 'D' - 'delivery' in TOD - as
well as frequency see Table 2 (Ewing and Cervero, 2010; Curtis, 2012, p.
83; Knowles et al., 2020):
Although beyond this paper's scope, land ownership and the amount
of investment available for supporting TOD resulting from land value
uplift is also very important (Knowles, 2012; Stokenberga, 2014;
Cheshire and Buyuklieva, 2019).