Urbanization Models of Mostar in the Period of Austro-Hungarian Rule

In the period of Austro-Hungarian occupation between 1878 and 1918, the City of Mostar had a process of intensive urbanization. In that period, newly arrived engineers (surveyors) transformed the pre-existing Eastern – Ottoman qasaba (provincial town) into a Central European city. This paper revealed four models of urbanization they used in planning. The first model was developed within the existing physical structure of the city through the first regulatory plan. The second model forms the new urban centre using the empty space within the old town. The third and the fourth models expand the city over the river. While the third model forms orthogonal urban blocks, the fourth is a construction of free-standing villas within the Neo-Baroque Square in which six radial streets inflow. The engineers who worked on the regulatory plans were also discovered and presented, as well as the legislative and legal framework within which all these processes took place.

Glavna street in 1910. The conflict of the new and pre-existing Ottoman urban structure forms the new urban centre using the empty space within the old town. The third and the fourth models expand the city over the river. While the third model forms orthogonal urban blocks, the fourth is a construction of free-standing villas within the Neo-Baroque Square in which six radial streets inflow. The engineers who worked on the regulatory plans were also discovered and presented, as well as the legislative and legal framework within which all these processes took place.
The city is changing, the houses are no longer inside a closed and walled complex, they go out on the street and get more floors. A building for rent is a novelty in the city. Only office buildings in the city centrebazaar (čaršija) are slowly disappearing, residential and commercial buildings with a different content of the construction system and materials with now decorated historicist neo-styles are appearing. The city is developing infrastructure, new water supplies, sewers, bridges, squares, public buildings, railways, tobacco factory.
All this took place in a planned manner, and depending on the time or the pre-existing condition at the location within four clearly visible and recognizable models, which is the main topic of this paper.
The research that resulted in this paper was conducted on several occasions between 2016 and 2020, when the Archives of Herzegovina in Mostar, Archives of Bosnia and Herzegovina in Sarajevo, as well as well as rare literature on this topic were consulted. The research in the Archives of the Cadaster of Municipality of Mostar, the Archives of the Franciscan Monastery in Mostar and the Museum of Herzegovina was conducted between 1988 and 1990. The aim of the paper was to discover the methods used in the urbanization of the city in the Austro-Hungarian period, their trace in today's physical structure, as well as the plans and authors of the plans and the legal framework that enabled these processes.
The biggest limitation in the deeper research of the topic is the destruction of a large part of the archival material due to lack of caring it in the post-war period. The research on this topic has not yet been carried out on the territory of Bosnia and Herzegovina.

legislative and legal framework of urBanization
Just before the end of the Ottoman occupation in Bosnia and Herzegovina, there was an attempt to modernize the Empire and transform it into a developed society as they were in the countries of Western Europe. Given that it was the very end of the Ottoman presence, as well as it was the province far from the centre, the reforms did not take root significantly and their impact was almost not felt. At that time, we record the arrival of the first few trained engineers in Bosnia and Herzegovina, and even in Mostar (Miletić, 2005: 330; Kurto, 1998: 287;Kreševljaković, 1969: 62; Puljić, 2020: 101-102). The then enacted Law on Construction and Roads from 1863 (Kruševac, 1960: 36;Kurto, 1998: 19;Sladović, 1913: 46) and the Law on City Municipalities from 1877 (Branković, 2009: 59-64) were applied only partially. With the arrival of the Austro-Hungarian rule, significant reforms in the field of construction and planning of cities and settlements began. The first was the enactment of the law "Building Order for Sarajevo and Cities and Trade Markets in Bosnia and Herzegovina, which will be subjected to these institutions by a special order of the Provincial Government" dated 14 May 1880 (ABiH, No. 19/602/32; Spasojević, 1988: 157-167). This building order (law) was passed only two years after the arrival of the Austro-Hungarian occupation troops. It represents a significant progress in regulating the field of construction and planning and the adoption of modern construction achievements, and at the same time, it has been adapted to the local pre-existing conditions in order to implement it clearly. In addition to all the novelties it brought, it establishes the building permit institute and the obligatory development of architectural designs, as well as the presentation and adoption of regulatory plans, and thus establishing the city planning. In addition to many amendments, engineer Komadina proposed a new classification of streets. A proposal was adopted that the classification be proposed by the municipality, and adopted by the District Authority. Five categories of streets have been established for the old part of the city and the new city. The width of the first-class streets in the old town is 10 m, and in the new city is 12 m (at least 11.25 m in Sarajevo), the second class in the old town is 8 m, and 10 m in the new city (9 m in Sarajevo), the third class in the old town is 6 m, and 8 m in the new city (7.5 m in Sarajevo). Both Mostar and Sarajevo determined a street width of 6 m for the fourth class, as well as dead endsthe fifth class, both Mostar and Sarajevo at a minimum of 4 m. From these amendments one can see the desire of a smaller city for greater progress than the capital.
In Bosnia and Herzegovina, and even in Mostar, in accordance with the Order of the Provincial Government from 1878, the old Ottoman laws were applied until new ones were passed (Kruševac, 1960: 94). Although the Building Code for Sarajevo was passed in 1880, the old Ottoman Law on Construction and Roads from 1863 continued to be ap-  By researching the Archives of Herzegovina in Mostar and the Archives of the Cadaster of the Municipality of Mostar the existence of several regulatory plans from that period was revealed. There are also a number of regulatory sketches that were analyzed to create a general picture of the development and planning of the city, but are not recorded here because we deemed it is not necessary at this level of research.
Thus, the subject of a detailed analysis were the following regulatory plans: 1. In the Archives of Herzegovina Mostar, there is a Regulatory Plan on one map for the entire western part of the then city, and in addition to part of the Rondo complex (Štefanijino šetalište street), there is also a regulated Bolnička street. Due to the year written by hand on the back, it is to be assumed that this plan was made in 1898. Due to the year written by hand on the back, it is to be assumed that this plan was made in 1898 (AHM, box No. 23) "City Administration Mostar, Regulierungs Plan, Des Riedes Kremenak in Mostar, Mostab 1:2000. We know from the minutes of the City Council that this plan was also discussed in 1894. The same plan is in the Archives of the Cadaster of the Municipality of Mostar, but the text has been added at the bottom: "Engetragen, Mostar, in Novembar 1900., Ing. Dragutin Köhler" (AKM, without reference number).
This plan was originally made on a geodetic basemap on which the street, Štefanijino šetalište (Stéphanie Allée), from the Gymnasium (railway) to Balinovac and Bolnička street (today kneza Domagoja street) was planned and it is written on the plan "… in Mostar, mastab 1:2000", and at the bottom of the plan in the right corner "Mostar im jun 1900., Hugo Jedlička Ingenier, Eugne Pogliarmicci, Stads geometar". On this plan, four streets are drawn in red ink as follows: "… Pruga za kuće, Na Smrčenjake, Na Piesak, Liska". (These are today's streets: Kralja Tvrtka, Kralja Petra Krešimira IV, Kraljice Katarine and Višeslava Humskog), as well as the block at the intersection of Franje Josipa (Franz Joseph) and Kolodvorska streets. It is written in the red ink in the lower right corner of the plan: "Drawn in, Mostar November 1900. Eng Dragutin Köhler". Considering this plan (sheet) in a unique manner, we can call it conditionally as Amendments to the Regulatory Plan of Rondo from 1894, prepared in 1900 (AKM, without reference number). It is obviously about two plans, the original one made by Eng. Hugo Jedlička and surveyor Eugen Pagliarmicci, as well as changes made by Eng. Dragutin Köhler.
3. Regulatory Plan of a part of Sauerwald and Jonića street "Regulieungs -Skizze eines Theiles der Suerwaldgosse und der Jonićeva street" signature of M. Komadina. This plan forms a block, expands the street and allows wider access to Rudolf Square (AKM, without reference number).

Regulatory Plan of Ilićka street from
Balinovac to Ilići (Stara Ilićka street), date and signature on the sheet are missing (Miletić, 1997: 28; AHM, folder No. 36), "Regulierungs -Plan eines Theiles der "Ilićkastreet", Zahum, 1:500". . This plan has another variant, the same one, only its northern part. This plan was probably copied once more to serve for analysis and sketches. It is written by hand on the plan: "Regülierning linian enigezerahnat won Hern Ing. Köhler" (AKM, without reference number). In addition to the regulatory plans found in the Archives of Herzegovina in Mostar and the Archives of the Cadaster of the Municipality of Mostar, as well as by reading the minutes of the City Council in the Museum of Herzegovina in Mostar, it is visible in many places that there were regulatory plans with bill of quantities for some streets or zones, and some of them are as follows:

Regulatory
1. We did not find a plan for expansion of streets from the Franz Joseph Bridge to the railway station, but several minutes from City Council sessions show that it existed "The City and District Office in Mostar, by its Order No. 3376 of July 27 of the current year, based

analysis of models of changes in Physical structure
Immediately after their arrival, the Austro-Hungarian authorities started intensive urbanization of Mostar, as well as a change in the physical structure of the city within it. The basis of this process is the Building Order adopted in 1886 for the City of Mostar and the Law on Tax Exemption, as well as the establishment of a state and local structure that carried out all construction activities. The planning contribution of the builders of Mostar in the transformation of the pre-existing and the formation of a new urban structure can be divided into four special approaches models. Depending on the time in which they started, each of them also represents a special time phase. After their creation, they were developing in parallel until the end of the monarchy's presence.
• The first approach, conditionally called the "irregular block model" (Fig. 3), was formed in the old part of the city in the current Ottoman urban form. This model was developed from the beginning of the Austro-Hungarian period on the basis of the Building Order for the City of Mostar from 1886, and it reached its full application after 1903 with the adoption of the Regulatory Basis. This plan was made by the municipal surveyor Anton Janaček from 1898 until 1899, and continued by Eugen von Pagliarucci until 1903., for planning purposes the geodetic maps of the whole city were made in 1878 and 1882, and exact geodetic plans at a scale of 1:500 for the left and 1:1000 for the right side of the river between 1898 and 1903 (Puljić, 2020: 10-12; AKM, without reference number). All the axes of the streets were drawn on it along the corrected direction where possible, as well as the central points of their connection. Then, construction routes were established at an equal distance from the axles and a new shape of the intersection of streets was determined. The construction routes, which fixed the width of the streets, were determined depending on their category. As a novelty, the division of the street into a carriageway and a sidewalk appeared, separating the vehicular from the pedestrian traffic. Such construction encroached on the private ownership of land and existing buildings. This was possible given the long period of implementation of the plan, within which the creation of conditions was waited for its implementation in each new individual con- struction. This happened when the owner submitted a request for new construction or it was ordered the demolition of an old dilapidated building that endangers the public interest, and sometimes at the initiative of the Municipality. The initiative of the Municipality appeared when the owner had a request, so the interests were reconciled. In the case of a request for construction, it was, as a rule, moved to a new construction direction with the simultaneous correct payment of damages to the owner of the house or land. . Another big novelty brought by this plan is the establishment of residential and residential-commercial blocks. They were relatively easy to implement because the pre-existing Ottoman structure suggested them somehow in a layout sense. Old dilapidated, plain buildings of poor quality were demolished with a pre-planned intention to form residential and commercial, and often in combination with commercial urban blocks. Somewhere we see their beginnings, and in other places they are completely established. Finally, as a result of the application of this regulation, the irregular structure of the streets was corrected and some form of urban blocks was formed. They arose where it was possible between Glavna street (today Titova) and Srednja street, and then  • The third model of urbanization was developed from the Neretva River in the east to the railway in the west (Figs. 7 and 9). It regulated the space to the Crafts School and the Catholic cemetery in the north, and to Franje Josipa street in the south. This model should also include streets that go even south of Franje Josipa street, namely Ričina street, which is today called Cernica (MHM, S.G.V.: 16.5.1898) i and a parallel street along the railway that goes to the Franciscan Monastery (MHM; S.G.V.: 13.11.1899) as well as another street across the railway, Bolnička (today Kneza Domagoja) street. This street connected Štefanijino šetalište from the Gymnasium with the newly built hospital, and it also passed by the access to the train station that went over the railway tracks. The proposal for its regulation was deficient with regard to the establishment of sidewalks, so Scientific Paper when approving its Regulatory Plan, the Provincial Government in Sarajevo, by letter dated 22 July 1894 ordered to add a 2 m wide sidewalk on both sides of the street to the Regulatory Plan (MHM, S.G.V: 5.11.1894, 5.4.1897. From the same minutes it is evident that there is a regulatory plan and bill of quantities for extension of this street from the New Hospital, next to the Crafts School to the Catholic cemetery, and that the City Council allocate funds to purchase land for its construction in 1897 (MHM, S.G.V: 5.4.1897; 13.11.1899). The part of the city that was built within this model, there is also a street from the Carina cemetery to the Gendarmerie Barracks (today Kardinala Stepinca street). It is planned by the Regulatory Plan from 1916 "Vierte Narentabrücke in Mostar" signature "der departementchet Reddy o.b.r., and on the right the signature is unclear, probably Karl Kneshaurek, at the bottom of the sheet it is written "Sarajevo, im märz 1916." (AHM, box No. 36). If we exclude Franje Josipa street, which has been under construction since 1893, this area was urbanized only after 1900. It represents a clear block system and an orthogonal network of streets. The con-struction of this complex represents the beginning of a new city and new urban principles. The specificity of this model is the construction of public buildings such as the District Authority, hotel, Financial Administration, court (1891) (AFS, Glas Hercegovca No. 11 of 18.2.1891 and No.36 of 17.6.1891), prison, railway station, New Hospital (1885 and 1888) and Crafts School with apartment blocks. Another contribution is the development of the train station square between the train station and the District Authority building (Fig. 5). • The fourth model is the construction of the city towards the West and Cerničko polje, and across the railway. Great obstacles have always been the impetus for the development of a new model of urbanization, first the river and now the railway. This construction, planning is performed according to the new urban model of the Neo-Baroque circular square, which has six streets that connect at one point (Fig. 10). Free-standing urban villas are being built along the streets, all in the spirit of historicist architecture. From that time, in addition to the visible and valuable urban complex, we are left with alleys of plane trees as very valuable monuments of landscape architecture. This urban model is a product of historicist architecture and urbanism. Its construction took place in several waves. The first was the construction of Štefanijino šetalište street ( Fig. 8;   • The third wave is the construction of four more streets which, with two more old ones (interrupted by Štefanijino šetalište on two streets), complete the entire complex. This phase began in 1900, when its Regulatory Plan was made, that is, the amendment of the basic plan. It was made on a geodetic base map (basic regulatory plan) which has only Štefanijino šetalište street. This plan was signed by Engineer Hugo Jedlička (AKM, without reference number), and everything else was planned (drawn in) by the city surveyor Dragutin Köhler, so we can say that he is the author of the Rondo regulation for the most part since at the bottom of the plan it is written in red ink "… drawn Arriving in Mostar, Austro-Hungarian engineers found a clear urban structure of the city divided into neighbourhoods (mahale) for housing and a bazaar with shops, ground floor office buildings. The same principle was preserved in the last Ottoman period when stone ground floor and high-rise buildings were built in the bazaar, but again complete-ly office ones without housing. This principle of exclusively office buildings, and not residential-commercial ones, continues on some street stretches. The only difference is that these are now buildings with a higher clear height of rooms of 3.5 m and more, infrastructural equipped and dressed in the guise of historicist architecture. It means with regard to architecture we have street canvases with buildings of the new time, but the old urban principle, solely office buildings in the bazaar-centre.
These buildings are visible on the section of Glavna street (Fig. 11) within the first model of urbanization as an exception, but also partly in Franje Josipa street within the third model (Fig. 12). This phenomenon has also been noticed in other cities in Bosnia and Herzegovina, but it seems nowhere like in Mostar. It is a connection with the pre-existing and the preservation of one of the principles of Ottoman construction. Several engineers are their designers, but mostly Đorđo Knežić construction technician from Mostar. It cannot be answered whether this phenomenon is the product of a deliberate approach of the authorities, as we can say for the Neo-Moorish style, which is a political project or the inertia of the learned and repeated experience of investors.

Planning engineers (surveyors) and their activity
Technical staff employed in the state administration prepared planning documents (regulatory sketches and regulatory plans), in addition to activities related to design, supervision and organization of construction of state facilities. Their activity took place within the Construction Office of the City Administration of Mostar and the Technical Department of the District Authority of Mostar and the Construction Department, and later within the Departments of the Provincial Government in Sarajevo.
In principle, the plans were prepared in the Technical Department of the District Authority, submitted for opinion, objections and suggestions to the City Government (Council) of Mostar. With those possible modifications through the District Office or directly through the District Authority they went to the Construction Section (later the Department) of the Provincial Government for approval. This referred only to more serious spatial interventions, while frequent corrections of street expansion were done through regulatory sketches, which were prepared within the City Office of the City Administration. They determined building lines and seizure of land for public use and were adopted by the City Council. This way of working is visible in a whole series of interventions recorded through the minutes of the City Council (AFS, Glas Hercegovca, No. 16 of 6 March 1885). A major limitation in attributing the authorship of individual plans is the lack of a consistent rule when signing on drawings, so we do not know who is the author and who is the chief who approves them (Dimitrijević, 1989: VI-27). There are also rare supporting documents that would clarify this issue. Therefore, we have limited our work only to those attributions of authorship for which we are sure of, not only through the plans but also other documents. Through our research, we unequivocally found that, along with other participants ( This claim overturned the previous conviction that Rondo was the work of Miloš Komadina. It is now known that he regulated only Štefanijino šetalište street in 1894, and the concept of the square into which the six streets inflow was created in 1900 after amendments to this plan, which was signed by Dragutin Köhler. Dragutin Köhler is the author of the Regulatory Plan based on which all the streets and all blocks of buildings from Franje Josipa street to the Catholic cemetery in the north were constructed (AKM: without reference number). This plan was made in 1911, and according to it, construction continued also in the following period until the end of the 1960s. As a city surveyor, Köhler is often the author of other regulatory sketches and a large number of architectural designs (Puljić, Šetka-Prlić, Rakić, 2017: 10). According to the number of regulatory sketches, and probably also regulatory plans, the greatest contribution to the development of the city was given by the city surveyor, and part of the working life as the head of the Construction Office of the District Authority, Miloš Komadina (Puljić, Šetka-Prlić, Rakić, 2017: 10) over a period from 1883 until 1919. He is probably the author of the regulation of Musala Square (Miletić, 1997: 41), but those plans were not found in the archives.

conclusion
The City of Mostar was urbanized in a planned manner during the Austro-Hungarian period, unlike the previous Ottoman period. This urbanization was a transformation of the preexisting physical structure, but also the construction of new parts of the city. The entire activity of planning, design, building permits, construction and construction control took place in a planned manner and in accordance with legal solutions. Within this process, four recognizable urban models were created, different in their physical structure, but also in contents. These were: the first model of an "irregular block system" by which the preexisting urban form was transformed. The second model is visible in establishing Musala Square and new streets coming to it. The third one was developed between the Neretva River and the railway as a model of block city construction, and the fourth is construction of free-standing villas within the Neo-Baroque Square called Rondo in which six radial streets inflow. The specificity of Mostar, but also other cities of Bosnia and Herzegovina is the continuation and partial preservation of the pre-existing Ottoman urban principle, the construction of exclusively office buildings, without residential part in the business part of the city, but also in newly built neighbourhoods.
The paper revealed several authors of these urban models, as well as overturned the established attributions of the authors of the plan. The legislative, legal and state organizational framework of the urbanization process was also presented. This paper deals with a whole historical architectural and urban layer of a cultural monument that has been devastated in the past hundred years, and very often completely destroyed, but it remains a trace in the urban matrix of today's Mostar.