I completely agree when you run the same turbo setup on a stock vs ported engine. Its Boyle's Law (pV=k), so as volume increases pressure has to decrease.
However, I was more talking about when you keep the engine setup constant and change the turbo to increase boost because you need more pressure to overcome low flow ability. In that scenario you've held volume constant, so the only way to increase flow is to increase pressure, which will move more air mass in the same amount of time.
We're also going to increase temperature from the added resistance of flowing more air mass in the same time. Adding pressure increases the work being done by the air mass, which increases temperature. So, yes, it will find its way in, but it'll be a lot hotter for it and heat reduces efficiency and increases EGT, getting us to that point where the extra air and fuel is just getting us closer to meltdown.
When you're limited to a stock flow path you can measure the increase in air mass as an increase in boost, so 35psi is going to be less air than 100psi. Once you start reshaping the air path or enlarging it this method of measurement stops being reliable. Boost is easily measured, so its what a lot of people use for reference without realizing that without a common reference point its often just superfluous information.
I think people confuse a lot of turbo terminology as you so aptly pointed out. I think people are using overboost and overspeed interchangeably. Or they're considering compressor surge overboost. A turbo is designed with a max speed in mind, obviously going over that by using nitrous, etc. can shorten the life of the turbo. Its done a lot in racing though, because you can take advantage of the faster spool of a smaller turbo and then just add oxidizer (nitrous) at the top end to keep the air/fuel ratio good. The tradeoff is that the turbo is being oversped, and won't live a long and happy life. Not much does in racing, so its sort of par for the course.
'06 F250 4x4 - 5" Flo Pro exhaust, SB Filter intake, Accufab elbow, Edge Evolution (monitoring only), SCT w/ ID custom tune, FASS 195 pump, Gillette Diesel EGR cooler delete, Sinister Diesel coolant filter, ELC coolant, updated turbo drain tube/oil feed line/STC fitting/oil cooler, ARPs w/OEM HGs, Elite coolant lines, ITP RR fuel system, RCD 175/30 injectors, Powermax, BD CCV, FICM.com FICM w/ ID tune, Elite UP, BPD water pump - 13.069 @ 101.94
'02 WRX - Outback rear disc swap, EBC green pads, DBA pillar vane rotors, TXS UP/TBE/TMIC, Perrin LW crank pulley, PPG billet steel shift forks, ACT Streetlite flywheel & clutch, K&N filter, STi Group N motor/trans mounts, TiC/Kartboy rear diff mounts/subframe lock bolts/outrigger stiffeners, Kartboy SS & all shifter bushings, custom PDX tune for Cobb AP - went 14.1 on a terrible 60ft before most of these mods; shooting for 13.50s