A one at a time conversion of local stopping lines to Metrolink is the easiest way free up capacity.
Or significantly reduce rail capacity.
As I mentioned already the conversion of the Altrincham-Sale-Manchester line has directly contributed to the heavy rail line between Slade Lane Junction and Piccadilly reaching it's maximum capacity at peak times.
In earlier posts you've been suggesting single tracking heavy rail routes so that they can be shared with Metrolink, that's not going to free up capacity but is instead going to create more bottlenecks even if there are less heavy rail services as a result of the introduction of Metrolink services.
If you want to free up heavy rail capacity and not create Metrolink bottlenecks either then you need completely separate Metrolink and heavy rail routes, both with double track throughout.
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I don't know the capacity at Piccadilly, but surely it will be increased with the provision of 4 through platforms and the elimination of moves across the throat?
My understanding is the Piccadilly changes will allow by 2019 as a minimum:
* Half-hourly Mid-Cheshire line service in both directions.
* A service to Hazel Grove every 15 minutes, with alternate services continuing beyond Hazel Grove to new Mills Newtown or Buxton.
* Half-hourly local services to Macclesfield in both directions.
* Up to 2 additional return workings an hour to the Airport - one will definitely be from Bradford, the other could be from Chester (at peak times there's no paths to extend services there currently.)
* An additional cross Manchester from Stockport to Bolton every hour (which could be the same as the additional Hazel Grove service.)
I think some provision has also been allowed for an additional long distance WCML services.
Then more capacity will be created once HS2 is built and the London service on the WCML is reduced.
