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where it remained until the 1970s when the parent company merged <br />with two other carriers to form the Burlington Northern, modern <br />parent of the C&S. During the heyday of mining in Louisville <br />more than a dozen trains a day passed through and stopped at <br />Louisville delivering supplies and passengers and hauling away <br />coal, farm produce and passengers off to Denver for shipping <br />or relaxation. During the early twentieth century Louisville <br />also had interurban trolley service via the Denver and Interurban, <br />a C&S subsidiary. After only ten years in operation the company <br />went into receivership in 1918 and soon thereafter the trolley <br />wire came down. Former passengers either used autos or the <br />steam train to get to Denver, Boulder and beyond.10 <br />The railroad played another role in the development of <br />Louisville beyond offering transportation. It defined and later <br />divided the physical form of Louisville. The original Nawatny <br />plat for the town used the railroad as its eastern border, a <br />pattern that did not change for twelve years, and then only <br />slightly as the far eastern side of the tracks remained comparatively <br />undeveloped (see figures 2&3). The original plat was laid out <br />in a grid from two to one and one-half blocks wide, east to <br />west, and four blocks long, north to south. All of the pre <br />World War I additions copied the grid pattern and all but two <br />of them were on the west side of the railroad tracks. Only <br />the East Louisville addition (1906) and a portion of Caledonia <br />Place (1890) were located east of the railroad.11 The town, <br />as it grew outward in the other three directions during the <br />7 <br />