There is no need for HS2 phase 2b to stimulate development and regeneration around the proposed station for Manchester Airport (which is actually on the edge of Hale Barns) or around Piccadilly. There is plenty of development in these areas already.
There may be capacity on the line itself, but at present there would probably be issues with terminating more tram services at both Victoria and especially Piccadilly.
As it happens yes, certainly for a 10 tram per hour operation. If you look at the current network, it is set up to accommodate metro link extensions within the capacity capabilities of the city centre. That includes a 3rd city crossing from Salford Central to St. Peter’s Sq, extensions to Glossop & Hadfield and Rose Hill, extension of a branch from the Bury line to Middleton and increasing frequency from the Trafford Centre through the city centre (rather than terminate at Cornbrook).
Thanks both; a 3-minute interval service is out of the question then due to being unable to turn round the extra services but couldn't you extend something (either the additional service or one of the existing Victoria/Piccadilly terminators, depending on what gives the most even spacing of trams) beyond Picc/Vic to Droylsden/Ashton/Shaw/Bury/Rochdale to keep the number of services terminating at Picc/Vic at their current level? I don't like the sound of Metrolink to Rose Hill Marple, Glossop and Hadfield - those seem awfully far out for a tram.
Ultimately I think the important thing for the north Wales service (and probably others) is minimising the journey time to Piccadilly/Victoria with good interchange between the two whether that is heavy rail through a frequent Ordsall chord service (with capacity problems through Oxford Road and Piccadilly's through platforms) or Metrolink with through ticketing.