> “We haven’t found a good analog for this type of thing in the United States
> to see how it functions to understand what it means in terms of economic
> impact or potential benefits. There isn’t an interstate high-speed rail
> station within a couple miles of an international airport (Ontario) that
> connects to a commuter rail system for a multimillion-person region.”

IIRC the NE Corridor connects (via a short rail/peoplemover shuttle) to Newark Intl (KEWR), and to several rail and many bus commuter systems, in a metropolitan region of tens of millions of people. Conditions are somewhat different Back East, though, so they're not really comparable. Then there's Brightline Florida which, while not truly high-speed, does connect with the local commuter trains, buses, and even heavy rail transit in Miami, has its northern terminal actually at Orlando Intl(KMCO), and isn't far from Miami and Fort Lauderdale airports. The Florida case is probably closer to California urban development conditions than the NEC.

Still, I agree, station-area planning is kind of a new thing for California, at least in modern times. Should be interesting for those involved. A certain amount of flexibility is probably required for all involved.