text: Chapter 18
  with the necessary gap-crossing means and control elements and identifying those requirements early during
  planning.
  Note. A retrograde gap crossing is not a fourth type of gap crossing. In reality, it is merely a
  variation of a deliberate or hasty gap crossing, and it is typically performed as a deliberate gap
  crossing. It may be performed with or without enemy pressure on the crossing force. Clearly, it is
  more difficult when performed under enemy pressure.
  Deliberate Gap Crossing
  18-44. A deliberate crossing is the crossing of an inland water obstacle or other gap that requires extensive
  planning and detailed preparations (ATP 3-90.4/MCTP 3-34A). A deliberate gap crossing is classified as wet
  or dry, and it is usually accomplished with one or more bridge companies in support of combat maneuver. It
  is normally accomplished when a hasty crossing is not feasible or has failed. Any deliberate crossing requires
  detailed reconnaissance, detailed planning, coordination of fire plans, extensive preparations and rehearsals,
  and significant engineer assets. While a BCT is capable of making a deliberate crossing, this type of crossing
  normally requires a higher headquarters to assist in planning and command and control since it generally
  involves more than one BCT. Deliberate crossings can involve general and combat engineering elements.
  Some additional considerations for conducting deliberate gap crossings include the—
  * Complexity and the assets required to accomplish the crossing.
  * Opposition from a defending enemy and obstacle severity.
  * Necessity to clear entry and exit crossing points of enemy forces.
  18-45. Normally, deliberate crossings involve gaps that are greater than 65 feet (20 meters). A gap of this
  length limits the effectiveness of tactical bridging assets, and the gap will typically require other bridging
  assets. Crossing gaps of this magnitude normally require support bridging in the form of float bridging (wet-
  gap) or other types of standard bridging (dry-gap).
  Deliberate Wet-Gap Crossing
  18-46. The deliberate wet-gap crossing is one that requires the use of rafting (non-bridging) and bridging
  assets. The use of assault craft (boats and helicopters), rafting, or ferries and the emplacement of bridging
  assets may occur sequentially or concurrently. The objective in deliberate wet-gap crossings is to project
  combat power to the exit bank of a river or other type of significant water obstacle at a faster rate than the
  enemy can concentrate forces for a counterattack. Typically, wet-gap crossings are one of the most difficult
  types. They generally require significant augmentation of mobility support assets.
  Deliberate Dry-Gap Crossing
  18-47. Deliberate dry-gap crossings are usually determined by the strength of the enemy defense and the
  magnitude of the gap. These assets are labor intensive and expose personnel to enemy fire during
  construction, while providing stable gap-crossing support for continuous mobility.
  Hasty Gap Crossing
  18-48. A hasty crossing is the crossing of an inland water obstacle or other gap using the crossing means
  on hand or those readily available and made without pausing for elaborate preparations (ATP 3-90.4/MCTP
  3-34A). Hasty gap crossings are usually focused on a combined arms activity to project combat power across
  a terrain feature (wet or dry) that can be overcome by self-bridging assets within the BCT. These assets may
  be organic, provided to the BCT as augmentation, or found as expedient crossing materials within the
  assigned area. Typically, a hasty gap crossing is a gap that is under 20 meters (65 feet) or less in width. They
  are normally accomplished with tactical bridging assets.
  18-49. Hasty gap crossings are most often used when enemy resistance is weak, and the gap is not a severe
  obstacle. Hasty gap crossings also feature decentralized control at the BCT level and below, using a task-
  organized mobility augmentation company, organic assets, or expedient crossing means at multiple sites
  along a broad front. Due to the limited organic crossing assets, additional support from echelons above the