I see "TOD" as one of those buzz words that planners throw around. All the cool kids support TOD and if one doesn't support TOD one isn't a cool kid and one cannot sit at the cool kid table. People who don't support "TOD" simply don't understand!
I support the transit part of TOD. Put rails and stations where they serve people. What happens around those stations depends on how the transit is used and how the transit is used will depend on the design around the station. The design of putting the Red Line in the Dan Ryan and the Blue Line in the Congress freeways was good for getting rail service to those locations. Not so good for getting people to the stations. In essence the stations were built land locked in the middle of a large patch of concrete. Getting to and from the stations was made more difficult for pedestrians and bicyclists. There is no good space for development in the neighborhoods along the line.
Once the line is designed or built one has to look at how people will get to the station. The Red and Blue line expressway stations mentioned above have no parking so it is mostly fed by other public transit or people who will walk through the concrete jungle. The Congress Blue Line has large parking structures to act as feeders for the system. People can get off of the freeway, leave their car in a multilevel parking lot and use transit for the rest of the journey. The Dan Ryan Red Line does not have a parking lot feeder but one is planned to be built at 130th St when the Red Line is extended to the south. The other branches of CTA Rail are more residential in nature with limited parking and stations serving neighborhoods. The Red Line extension will have several neighborhood stations before ending at the 130th St garage.
Probably the best design for a station is to have a parking lot on one side (preferably a parking structure if many parking slots are needed) and other development on the other side of the tracks. TOD proponents do not support stations in the middle of large parking lots. Parking structures help stack cars and provide more space that can be developed close to the station for non-parking uses.
The big question is what other uses want to be next to a transit station. At many of the rural Metra stations the morning snack and coffee may be the limit of what passengers want at the station, other than convenient parking or another quick way home. Condos and apartments may work - if people want to live there. Other services need to be available to make the station area livable otherwise people living at the transit station will still need a car (and a parking lot/structure to store it). The "car free" station works better in the city where there are plenty of transit options available than at suburban Metra stations.