ICS2 is the European advance cargo information system for goods entering or transiting through the customs territory of the European Union. It has been introduced in stages and is now in operation across all modes of transport.
For companies involved in international logistics, ICS2 is not just another declaration to be submitted. It is about data quality, coordination between supply chain stakeholders and, above all, identifying potential issues before the cargo reaches the EU border.
In this article, we look at the main implications of ICS2 for companies and operators involved in international shipments.
What is the ICS2 procedure?
First, it is useful to understand how the system works. ICS2 is built around the Entry Summary Declaration, known as the ENS. Through the ENS, economic operators provide customs authorities with safety and security data relating to goods transported to or through the EU before they arrive. In other words, ICS2 allows customs authorities to carry out risk analysis before the goods physically reach the first point of entry into the European Union.
However, ICS2 should not be confused with import customs clearance. The system applies at the pre-arrival stage and does not replace the import customs declaration. Nevertheless, an incomplete or inconsistent ENS can lead to requests for additional information, risk-mitigation referrals, delays in the entry process or, depending on the applicable rules, administrative penalties. For this reason, although ICS2 is a preventive security procedure, it can directly affect the efficiency of the entire logistics process.
The implementation of ICS2 has taken place in phases. First, the system applied to postal and express air consignments in 2021. Then, from 2023, it was extended to air cargo. Finally, with Release 3, ICS2 also began covering maritime transport, inland waterways, road and rail. For the container sector, the key date was 3 June 2024, when the maritime phase started. In addition, from 1 April 2025, the obligations were extended to road and rail carriers.
Who is required to submit the ENS in ICS2?
The obligations apply to economic operators that bring goods into the EU or move them in transit through the European customs territory. This includes maritime, air, rail and road carriers, postal operators, express couriers, freight forwarders, NVOCCs and other logistics providers. In certain cases, final consignees established in the EU may also be required to submit ENS data.
For importers, this is a particularly important point. Even when the filing is handled by a carrier or a freight forwarder, the importer remains a key part of the information chain. If a non-EU supplier provides generic goods descriptions, inconsistent codes or incomplete commercial data, the operational risk can affect the entire shipment.
In containerised transport, responsibility depends on the filing model used. Under single filing, one party submits a complete ENS. Under multiple filing, however, several parties contribute different parts of the declaration. For example, the carrier may submit the master-level data, while a freight forwarder or NVOCC may provide the house-level data. However, this model only works effectively if roles and responsibilities are clearly defined before departure.
What data is required for the ICS2 procedure?
The completeness of the ENS depends on the availability of information that is consistent with the mode of transport and the applicable operating model. Key data includes the EORI number, goods description, HS codes, parties involved, routing, commercial references and consistency between master and house-level data. In addition, operators that connect directly to ICS2 must have suitable IT processes in place and must complete the mandatory self-conformance test.
However, the most critical issue remains data quality. In 2026, the European Commission published an updated list of stop words, applicable from 4 May 2026, to prevent the use of overly generic goods descriptions. For example, terms such as “parts”, “accessories”, “samples” or similar wording may not be sufficient unless they clearly explain the nature, function, material or intended use of the goods.
This marks an important shift in approach. ICS2 does not simply check whether a field has been completed. Instead, it assesses whether the information provided is meaningful for risk analysis. At the same time, the relevant data must be entered in the correct fields of the shipping systems or filing tools used for the declaration. It is not enough for the information to appear only on the commercial invoice. Therefore, in LCL traffic, groupage shipments and consignments involving multiple house bills of lading, data control must begin before consolidation.
ICS2 and international shipments: operational impacts
In container shipping, ICS2 moves compliance to the early stages of the logistics process. Booking, shipping instructions, document collection and communication with the supplier must be aligned with ENS requirements from the beginning. Then, companies need to check that the information is complete, usable and consistent with the filing model that will be applied. Receiving the commercial invoice and packing list when the container is already close to departure is no longer enough.
This is especially important in multimodal transport. In these cases, a container may enter the EU by sea and continue by rail or road, or it may be handled under transit procedures. In addition, in several operational flows, ICS2 may also apply to goods destined for or transiting through Northern Ireland, Norway and Switzerland. As a result, compliance must be assessed by considering the country of first entry, the mode of transport, the role of each party involved and the connection with any applicable NCTS procedures.
For more structured operators, ICS2 can become a source of efficiency. Stronger data processes help reduce late corrections, misalignment between carriers and forwarders, and the risk of disruption at the border. Conversely, fragmented management can create additional costs, reduce control over transit times and make relationships with customers and authorities more complex.
How to prepare for more effective ICS2 management
The first step is to build shared procedures between internal departments and external partners. Procurement, customs teams, operations, IT, non-EU suppliers and freight forwarders need to work with common standards, especially for goods descriptions, HS classification, master data and data transmission timelines. In other words, compliance cannot be managed only when the shipment is ready to depart.
For companies, the starting point is to map who owns the data, who validates it and who submits it. Secondly, it is useful to introduce preventive checks on critical information and provide clear instructions to suppliers. This helps prevent issues from emerging only when the container is already in transit. In addition, preparation should not be limited to IT system updates. Staff training and operational instructions for partners are also essential parts of an effective compliance framework.
To conclude, ICS2 confirms that competitiveness in international shipping increasingly depends on the quality of information, not only on the ability to move goods efficiently. Companies handling containerised traffic to Europe should review their processes, responsibilities and data flows before operational issues arise. To better understand the impact of ICS2 on your import flows and set up compliant procedures, we encourage you to contact CTI and request a tailored consultation.
