We're the beneficiary of a wide range of funding sources for our operation. We're probably the envy of many other jurisdictions. We do have, obviously, the fare-box recovery that we get a large amount of our funding from, but also we have access to property tax, fuel tax, a hydro levy, and also the property tax that Penny referred to. With any luck, within the next few weeks we'll find out that we'll get another 0.5% increase on the sales tax in the region to help fund our infrastructure.
In addition to that, we've benefited over the years from the infrastructure program that the federal government has contributed to our organization. We've realized upwards of $2.1 billion directly to our organization over the last 10 to 15 years that has helped us fund that infrastructure and has gone a long way to meet the deficit in the infrastructure funding.
If I could, I'll just address your first question around the increase in costs over time. There's no doubt construction costs have increased over time. We've seen that accelerated cost of civil structural work.
I can cite some current examples now from the Evergreen Line, where the per-kilometre cost is about $75 million to $80 million, and that includes stations. Including the tunnel work, it's upwards of about $110 million per kilometre. Comparing the $25 million to Evergreen Line is probably a more valid comparison over the years. Over a 30-year timeline, costs have escalated, absolutely, but probably not to the extent of the $300 million. The $300 million per kilometre that you referenced is probably the Vancouver Broadway extension, which is all in subway. The subway costs are very expensive. We all know tunnelling costs are expensive. It doesn't really matter if it's SkyTrain technology or LRT technology; if you get underground, it's expensive.