$192.7 million, respectively, are funded.
The unfunded portion is included in accrued expenses and other liabilities.22.
COMMITMENTS AND CONTINGENT LIABILITIES Commitments to extend credit In the ordinary course of business, Huntington makes various commitments to extend credit that are not reflected in the Consolidated Financial Statements.
The contract amounts of these financial agreements at December 31, 2010, and December 31, 2009, were as follows:
## Table 0 ##
Commitments to extend credit generally have fixed expiration dates, are variable-rate, and contain clauses that permit Huntington to terminate or otherwise renegotiate the contracts in the event of a significant deterioration in the customer’s credit quality.
These arrangements normally require the payment of a fee by the customer, the pricing of which is based on prevailing market conditions, credit quality, probability of funding, and other relevant factors.
Since many of these commitments are expected to expire without being drawn upon, the contract amounts are not necessarily indicative of future cash requirements.
The interest rate risk arising from these financial instruments is insignificant as a result of their predominantly short-term, variablerate nature.
Standby letters of credit are conditional commitments issued to guarantee the performance of a customer to a third party.
These guarantees are primarily issued to support public and private borrowing arrangements, including commercial paper, bond financing, and similar transactions.
Most of these arrangements mature within two years.
The carrying amount of deferred revenue associated with these guarantees was $2.2 million and $2.8 million at December 31, 2010 and 2009, respectively.
Through the Company’s credit process, Huntington monitors the credit risks of outstanding standby letters of credit.
When it is probable that a standby letter of credit will be drawn and not repaid in full, losses are recognized in the provision for credit losses.
At December 31, 2010, Huntington had $0.6 billion of standby letters of credit outstanding, of which 73% were collateralized.
Included in this $0.6 billion total are letters of credit issued by the Bank that support securities that were issued by customers and remarketed by The Huntington Investment Company, the Company’s broker-dealer subsidiary.
Huntington uses an internal loan grading system to assess an estimate of loss on its loan and lease portfolio.
The same loan grading system is used to help monitor credit risk associated with standby letters of credit.
Under this risk rating system as of December 31, 2010, approximately $72.2 million of the standby letters of credit were rated strong with sufficient asset quality, liquidity, and good debt capacity and coverage, approximately $460.2 million were rated average with acceptable asset quality, liquidity, and modest debt capacity; and approximately $74.5 million were rated substandard with negative financial trends, structural weaknesses, operating difficulties, and higher leverage.
Commercial letters of credit represent short-term, self-liquidating instruments that facilitate customer trade transactions and generally have maturities of no longer than 90 days.
The goods or cargo being traded normally secures these instruments.
Table 27 — Criticized Commercial Loan Activity
## Table 1 ##
Compared with December 31, 2009, the AULC declined $6.8 million as a result of a substantive reduction in the level of unfunded loan commitments in the commercial portfolio.
A concerted effort was made to reduce potential exposure associated with unfunded lines and to generate an appropriate level of return on those that remain in place.
In addition, borrowers continued to reassess their borrowing needs and reduced their desired funding capacity.
The ACL coverage ratio associated with NALs was 166% at December 31, 2010, representing a significant improvement compared with 80% at December 31, 2009.
This improvement reflected substantial reductions in C&I and CRE NALs.
Although credit quality asset metrics and trends, including those mentioned above, improved during 2010, the economic environment in our markets remained weak and uncertain as reflected by continued stressed residential values, continued weakness in industrial employment in northern Ohio and southeast Michigan, and the significant subjectivity involved in commercial real estate valuations for properties located in areas with limited sale or refinance activities.
Residential real estate values continued to be negatively impacted by high unemployment, increased foreclosure activity, and the elimination of home-buyer tax credits.
In the near-term, we believe these factors will result in continued stress in our portfolios secured by residential real estate and an elevated level of NCOs compared to historic levels.
During 2010, the inflows of both new commercial Criticized loans and new NPAs declined significantly compared with 2009 levels, however both have shown volatility during 2010.
In the 2010 third quarter, inflows of both new commercial Criticized loans and NPAs increased compared to the prior quarter.
Although both of these levels declined in the 2010 fourth quarter from the 2010 third quarter, we believe this volatility evidences a fragile economic environment.
Further, concerns continue to exist regarding the economic conditions in both national and international markets, the state of financial and credit markets, the unemployment rate, the impact of the Federal Reserve monetary policy, and continued uncertainty regarding federal, state, and local government budget deficits.
We do not anticipate any meaningful change in the overall economy in the near-term.
All of these factors are impacting consumer confidence, as well as business investments and acquisitions.
Given the combination of these factors, we believe that our ACL coverage levels are appropriate.
meet customer needs and put us in a position to handle demand changes.
We will also continue utilizing industrial engineering techniques to improve productivity.  ?
Fuel Prices – Uncertainty about the economy makes fuel price projections difficult, and we could see volatile fuel prices during the year, as they are sensitive to global and U. S.  domestic demand, refining capacity, geopolitical issues and events, weather conditions and other factors.
To reduce the impact of fuel price on earnings, we will continue to seek recovery from our customers through our fuel surcharge programs and to expand our fuel conservation efforts.  ?
Capital Plan – In 2010, we plan to make total capital investments of approximately $2.5 billion, including expenditures for PTC, which may be revised if business conditions or new laws or regulations affect our ability to generate sufficient returns on these investments.
See further discussion in this Item 7 under Liquidity and Capital Resources – Capital Plan.  ?
Positive Train Control (PTC) – In response to a legislative mandate to implement PTC by the end of 2015, we expect to spend approximately $200 million during 2010 on the development of PTC.
We currently estimate that PTC will cost us approximately $1.4 billion to implement by the end of 2015, in accordance with rules issued by the FRA.
This includes costs for installing the new system along our tracks, upgrading locomotives to work with the new system, and adding digital data communication equipment so all the parts of the system can communicate with each other.  ?
Financial Expectations – We remain cautious about economic conditions but expect volume to increase from 2009 levels.
In addition, we anticipate continued pricing opportunities and further productivity improvements.
RESULTS OF OPERATIONS Operating Revenues
## Table 2 ##
Freight revenues are revenues generated by transporting freight or other materials from our six commodity groups.
Freight revenues vary with volume (carloads) and average revenue per car (ARC).
Changes in price, traffic mix and fuel surcharges drive ARC.
We provide some of our customers with contractual incentives for meeting or exceeding specified cumulative volumes or shipping to and from specific locations, which we record as a reduction to freight revenues based on the actual or projected future shipments.
We recognize freight revenues on a percentage-of-completion basis as freight moves from origin to destination.
We allocate freight revenues between reporting periods based on the relative transit time in each reporting period and recognize expenses as we incur them.
Other revenues include revenues earned by our subsidiaries, revenues from our commuter rail operations, and accessorial revenues, which we earn when customers retain equipment owned or controlled by us or when we perform additional services such as switching or storage.
We recognize other revenues as we perform services or meet contractual obligations.
Freight revenues and volume levels for all six commodity groups decreased during 2009, reflecting continued economic weakness.
We experienced the largest volume declines in automotive and industrial

<table><tr><td></td><td colspan="2"> At December 31,</td></tr><tr><td></td><td> 2010</td><td> 2009</td></tr><tr><td colspan="3"> (Dollar amounts in millions)</td></tr><tr><td> Contract amount represents credit risk</td><td></td><td></td></tr><tr><td>Commitments to extend credit</td><td></td><td></td></tr><tr><td>Commercial</td><td>$5,933</td><td>$5,834</td></tr><tr><td>Consumer</td><td>5,406</td><td>5,028</td></tr><tr><td>Commercial real estate</td><td>546</td><td>1,075</td></tr><tr><td>Standby letters of credit</td><td>607</td><td>577</td></tr></table>
<table><tr><td></td><td colspan="5">At December 31,</td></tr><tr><td></td><td>2010</td><td>2009</td><td>2008</td><td>2007</td><td>2006</td></tr><tr><td colspan="6">(Dollar amounts in thousands)</td></tr><tr><td>Criticized commercial loans, beginning of period</td><td>$4,971,637</td><td>$3,311,280</td><td>$2,736,166</td><td>$662,425</td><td>$646,925</td></tr><tr><td>New additions/increases</td><td>1,284,216</td><td>4,707,518</td><td>1,688,022</td><td>2,670,616</td><td>573,246</td></tr><tr><td>Advances</td><td>298,511</td><td>390,872</td><td>292,295</td><td>282,614</td><td>177,314</td></tr><tr><td>Upgrades to Pass</td><td>-1,456,132</td><td>-522,150</td><td>-378,027</td><td>-271,394</td><td>-279,413</td></tr><tr><td>Payments</td><td>-1,465,374</td><td>-1,843,535</td><td>-858,996</td><td>-531,255</td><td>-456,110</td></tr><tr><td>Loan losses</td><td>-558,377</td><td>-1,072,348</td><td>-168,180</td><td>-76,840</td><td>463</td></tr><tr><td>Criticized commercial loans, end of period</td><td>$3,074,481</td><td>$4,971,637</td><td>$3,311,280</td><td>$2,736,166</td><td>$662,425</td></tr></table>
<table><tr><td><i>Millions of Dollars</i></td><td><i>2009</i></td><td><i>2008</i></td><td><i>2007</i></td><td><i>% Change 2009 v 2008</i></td><td><i>% Change 2008 v 2007</i></td></tr><tr><td>Freight revenues</td><td>$13,373</td><td>$17,118</td><td>$15,486</td><td>-22%</td><td>11%</td></tr><tr><td>Other revenues</td><td>770</td><td>852</td><td>797</td><td>-10</td><td>7</td></tr><tr><td>Total</td><td>$14,143</td><td>$17,970</td><td>$16,283</td><td>-21%</td><td>10%</td></tr></table>

Question: What was the average of the Upgrades to Pass in the years where Advances is positive? (in thousand)
Answer: -581423.2