Hubbry Logo
Passenger name recordPassenger name recordMain
Open search
Passenger name record
Community hub
Passenger name record
logo
7 pages, 0 posts
0 subscribers
Be the first to start a discussion here.
Be the first to start a discussion here.
Passenger name record
Passenger name record
Passenger name record
View on Wikipedia
from Wikipedia

A passenger name record (PNR) is a record in the database of a computer reservation system (CRS) that contains the itinerary for a passenger or a group of passengers travelling together. The concept of a PNR was first introduced by airlines that needed to exchange reservation information in case passengers required flights of multiple airlines to reach their destination ("interlining"). For this purpose, IATA and ATA have defined standards for interline messaging of PNR and other data through the "ATA/IATA Reservations Interline Message Procedures - Passenger" (AIRIMP). There is no general industry standard for the layout and content of a PNR. In practice, each CRS or hosting system has its own proprietary standards, although common industry needs, including the need to map PNR data easily to AIRIMP messages, has resulted in many general similarities in data content and format between all of the major systems.

When a passenger books an itinerary, the travel agent or travel website user will create a PNR in the computer reservation system it uses. This is typically one of the large global distribution systems, such as Amadeus, Sabre, or Travelport (Apollo, Galileo, and Worldspan) but if the booking is made directly with an airline the PNR can also be in the database of the airline's CRS. This PNR is called the Master PNR for the passenger and the associated itinerary. The PNR is identified in the particular database by a record locator.

When portions of the travel are not provided by the holder of the master PNR, then copies of the PNR information are sent to the CRSs of the airlines that will be providing transportation. These CRSs will open copies of the original PNR in their own database to manage the portion of the itinerary for which they are responsible. Many airlines have their CRS hosted by one of the GDSs, which allows sharing of the PNR.

The record locators of the copied PNRs are communicated back to the CRS that owns the Master PNR, so all records remain tied together. This allows exchanging updates of the PNR when the status of trip changes in any of the CRSs.

Although PNRs were originally introduced for air travel, airlines systems can now also be used for bookings of hotels, car rental, airport transfers, and train trips.

Parts

[edit]
Further information: Mid-Office Travel Automation

From a technical point of view, there are five parts of a PNR required before the booking can be completed. They are:

  • The name of the passenger
  • Contact details for the travel agent or airline office.
  • Ticketing details, either a ticket number or a ticketing time limit.
  • Itinerary of at least one segment, which must be the same for all passengers listed.
  • Name of the person providing the information or making the booking.

Other information, such as a timestamp and the agency's pseudo-city code, will go into the booking automatically. All entered information will be retained in the "history" of the booking.

Once the booking has been completed to this level, the CRS will issue a unique all alpha or alpha-numeric record locator, which will remain the same regardless of any further changes made (except if a multi-person PNR is split). Each airline will create their own booking record with a unique record locator, which, depending on service level agreement between the CRS and the airline(s) involved, will be transmitted to the CRS and stored in the booking. If an airline uses the same CRS as the travel agency, the record locator will be the same for both.

A considerable amount of other information is often desired by both the airlines and the travel agent to ensure efficient travel. This includes:

  • Fare details, (although the amount may be suppressed, the type of fare will be shown), and any restrictions that may apply to the ticket.
  • Tax amounts paid to the relevant authorities involved in the itinerary.
  • The form of payment used, as this will usually restrict any refund if the ticket is not used.
  • Further contact details, such as agency phone number and address, additional phone contact numbers at passenger address and intended destination.
  • Age details if it is relevant to the travel, e.g., unaccompanied children or elderly passengers requiring assistance.
  • Frequent flyer data.
  • Seat allocation (or seat type request).
  • Special Service Requests (SSR) such as meal requirements, wheelchair assistance, and other similar requests.
  • "Optional Services Instruction" or "Other Service Information" (OSI) - information sent to a specific airline, or all airlines in the booking, which enables them to better provide a service. This information can include ticket numbers, local contacts details (the phone section is limited to only a few entries), airline staff onload and upgrade priority codes, and other details such as a passenger's language or details of a disability.
  • Vendor Remarks. VRs are comments made by the airline, typically generated automatically once the booking or request is completed. These will normally include the airline's own record locator, replies to special requests, and advice on ticketing time limits. While normally sent by the airlines to an agent, it is also possible for an agent to send a VR to an airline.

In more recent times,[when?] many governments now require the airline to provide further information included assisting investigators tracing criminals or terrorists. These include:

  • Passengers' gender
  • Passport details - nationality, number, and date of expiry
  • Date and place of birth
  • Redress number (if previously given to the passenger by the US authorities).
  • All available payment/billing information.[1]

The components of a PNR are identified internally in a CRS by a one-character code. This code is often used when creating a PNR via direct entry into a terminal window (as opposed to using a graphical interface). The following codes are standard across all CRSs based on the original PARS system:

  • - Name
  • 0 Segment (flight) information, including number of seats booked, status code (for example HK1 - confirmed for one passenger) and fare class
  • 1 Related PNR record IDs.
  • 2 PNR owner identification (airline, CRS user name and role)
  • 3 Other airline Other Service Information (OSI) or Special Service Request (SSR) items
  • 4 Host airline OSI or SSR items
  • 5 Remarks
  • 6 Received from
  • 7 Ticketing information (including ticket number)
  • 8 Ticketing time limit
  • 9 Contact phone numbers

Storage

[edit]

The majority of airlines and travel agencies choose to host their PNR databases with a computer reservations system (CRS) or global distribution system (GDS) company such as Sabre, Galileo, Worldspan and Amadeus.[2]

Privacy concerns

[edit]

Some privacy organizations are concerned at the amount of personal data that a PNR might contain. While the minimum data for completing a booking is quite small, a PNR will typically contain much more information of a sensitive nature.

This will include the passenger's full name, date of birth, home and work address, telephone number, e-mail address, credit card details, IP address if booked online, as well as the names and personal information of emergency contacts.

Designed to "facilitate easy global sharing of PNR data," the CRS-GDS companies "function both as data warehouses and data aggregators, and have a relationship to travel data analogous to that of credit bureaus to financial data.".[3] A canceled or completed trip does not erase the record since "copies of the PNRs are ‘purged’ from live to archival storage systems, and can be retained indefinitely by CRSs, airlines, and travel agencies."[4] Further, CRS-GDS companies maintain web sites that allow almost unrestricted access to PNR data – often, the information is accessible by just the reservation number printed on the ticket.

Additionally, "[t]hrough billing, meeting, and discount eligibility codes, PNRs contain detailed information on patterns of association between travelers. PNRs can contain religious meal preferences and special service requests that describe details of physical and medical conditions (e.g., "Uses wheelchair, can control bowels and bladder") – categories of information that have special protected status in the European Union and some other countries as “sensitive” personal data.”[5][6] Despite the sensitive character of the information they contain, PNRs are generally not recognized as deserving the same privacy protection afforded to medical and financial records. Instead, they are treated as a form of commercial transaction data.[5]

International PNR sharing agreements

[edit]

European Union to United States

[edit]
Main article: United States–European Union Agreement on Passenger Name Records

European Union to Australia

[edit]

On 16 January 2004, the Article 29 Working Party released their Opinion 1/2004 (WP85) on the level of PNR protection ensured in Australia for the transmission of Passenger Name Record data from airlines.

Customs applies a general policy of non-retention for these data. For those 0.05% to 0.1% of passengers who are referred to Customs for further evaluation, the airline PNR data are temporarily retained, but not stored, pending resolution of the border evaluation. After resolution, their PNR data are erased from the PC of the Customs PAU officer concerned and are not entered into Australian databases.

In 2010 the European Commission's Directorate-General for Justice, Freedom and Security was split in two. The resulting bodies were the Directorate-General for Justice (European Commission) and the Directorate-General for Home Affairs (European Commission).

On 4 May 2011, Stefano Manservisi, Director-General at the Directorate-General for Home Affairs (European Commission) wrote to the European Data Protection Supervisor (EDPS) with regards to a PNR sharing agreement with Australia,[7] a close ally of the US and signatory to the UKUSA Agreement on signals intelligence.

The EDPS responded on 5 May in Letter 0420 D845:[7]

I am writing to you in reply to your letter of 4 May concerning the two draft Proposals for Council Decisions on (i) the conclusion and (ii) the signature of the Agreement between the European Union and Australia on the processing and transfer of Passenger Name Record (PNR) data by air carriers to the Australian Customs and Border Protection Service. We understand that the consultation of the EDPS takes place in the context of a fast track procedure. However, we regret that the time available for us to analyse the Proposal is reduced to a single day. Such a deadline precludes the EDPS from being able to exercise its competences in an appropriate way, even in the context of a file which we have been closely following since 2007.

European Union to Canada

[edit]

The Article 29 Working Party document Opinion 1/2005 on the level of protection ensured in Canada for the transmission of Passenger Name Record and Advance Passenger Information from airlines (WP 103), 19 January 2005, offers information on the nature of PNR agreements with Canada. Archived 2014-11-27 at the Wayback Machine.

See also

[edit]

Further reading

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Passenger name record

View on Grokipedia
from Grokipedia
A Passenger Name Record (PNR) is an electronic database entry created within a (CRS) by air carriers, compiling passenger-provided details such as name, contact information, itinerary, ticketing data, and optional elements like payment methods or remarks, to manage bookings and facilitate services. These records serve as the foundational operational tool for airlines, enabling itinerary tracking, seat assignments, and coordination with ground services, while also supporting ancillary revenue streams through integrated data on special requests or upgrades. Post-9/11 security imperatives expanded PNR utility beyond commercial functions, mandating transmission to border authorities for in countering , , and irregular migration, with systems like the U.S. Automated Targeting System analyzing patterns in fields such as history and OSI (Other Significant Information) to flag potential threats. PNR data transmission protocols, standardized under frameworks like the EU PNR Directive and bilateral agreements (e.g., -U.S. PNR Agreement), require carriers to share records up to 72 hours pre-departure or at push, balancing operational efficiency with enforcement needs, though empirical effectiveness in preventing attacks remains subject to scrutiny amid vast data volumes processed annually—over 2 billion intra- flights alone. Controversies center on privacy intrusions, as PNRs aggregate sensitive inferences (e.g., from billing addresses or frequent flyer links) vulnerable to overreach, prompting Court of Justice rulings limiting indiscriminate retention and inter-agency sharing absent targeted suspicion, while U.S. practices emphasize derogations under DHS oversight. Despite safeguards like data minimization and depersonalization in some regimes, systemic retention periods (up to five years in the ) and third-country transfers highlight tensions between causal security gains—evidenced in isolated disruptions of plots—and risks of or erroneous profiling, underscoring the need for verifiable proportionality in an era of escalating cyber threats to aviation.

Definition and Historical Development

Core Definition and Purpose

A Passenger Name Record (PNR) is a database entry generated by airlines or their authorized agents in a , encompassing the itinerary and associated details for an individual or a group traveling together on a flight. This record integrates data such as passenger identification (e.g., name, contact information), travel segments (including flight numbers, dates, and seats), ticketing details (e.g., fare basis and payment method), and service preferences (e.g., special meals or seating requests). By October 2025, PNRs typically include up to 100 optional data elements, though core mandatory fields focus on enabling seamless itinerary management. The primary purpose of a PNR is to support airlines' commercial operations by streamlining the provision of services across the lifecycle, from booking and ticketing through handling, interline transfer, en-route flight , and post-flight . This operational framework ensures accurate revenue accounting, efficient (e.g., and scheduling), and fulfillment of contractual obligations, such as confirming reservations and processing changes or cancellations. Without PNRs, airlines would lack a centralized mechanism to track and coordinate the multifaceted required for high-volume global passenger transport, where systems process billions of records annually. While PNRs originated as tools for business efficiency in reservation systems dating back to the , their structured format inherently supports for , though this secondary application does not alter the foundational commercial intent. Airlines maintain PNRs solely for these internal purposes until legal requirements mandate transmission to authorities, underscoring their role as indispensable enablers of aviation's logistical backbone rather than inherently security-oriented constructs.

Origins in Airline Reservation Systems

The Passenger Name Record (PNR) emerged from the of reservations in response to exponential post-World War II growth in air travel, which overwhelmed manual systems reliant on telephone operators, paper itineraries, and electromechanical devices like ' 1946 Reservisor. These early methods, handling reservations through physical punched cards and mechanical switches, were error-prone and slow, prompting airlines to pursue computerized solutions for real-time inventory management and passenger data storage. In 1953, CEO discussed the concept with IBM executive R. Blair Smith during a flight, initiating feasibility studies for a system to centralize passenger details electronically. This led to SABRE (Semi-Automated Business Research Environment), a collaborative project between and announced on November 5, 1961, and developed using two IBM 7090 mainframe computers at a cost exceeding $40 million. SABRE became operational in 1964, initially linking American's city ticket offices and reservations centers via dedicated telephone lines, processing 84,000 transactions daily by the late . At its core, SABRE introduced the PNR as a structured digital record capturing essential passenger information—including name, contact details, itinerary, seat assignment, and ticketing status—enabling agents to query availability, make bookings, and update records instantaneously, a leap from manual fragmentation. The PNR's design in prioritized for interline bookings, where passengers required connections across multiple carriers, necessitating standardized data exchange protocols that predated formal global standards. This innovation reduced overbooking errors from 7-10% in manual systems to near negligible levels and set precedents for subsequent airline systems, such as United Airlines' Apollo in 1971, while establishing the PNR as the foundational unit for commercial reservation handling rather than security-focused applications.

Evolution Post-9/11 for Security

Following the September 11, 2001, terrorist attacks, the enacted the Aviation and Transportation Security Act (ATSA) on November 19, 2001, which fundamentally expanded the role of passenger name records (PNRs) beyond their original commercial purposes. Section 115 of ATSA authorized the newly created (TSA) to require airlines to grant electronic access to their secure reservation systems, enabling the comparison of passenger data—including elements from PNRs such as names, itineraries, and details—against watchlists for pre-screening. This marked a pivotal shift, mandating that PNR data, previously used primarily for booking and operational efficiency, be leveraged for identifying potential threats prior to boarding, with the explicit aim of enhancing . In April 2002, the TSA proposed the II (CAPPS II) to operationalize ATSA's provisions, utilizing an expanded set of 50 to 60 PNR data elements—such as numbers, information, and historical travel patterns—to assign risk scores (green, yellow, or red) to passengers before flights. Although CAPPS II faced significant objections and was discontinued in August 2004 due to concerns over data accuracy, scope, and potential , it accelerated the integration of PNRs into automated risk-based screening protocols, influencing subsequent systems like Secure Flight, which began testing in 2004 and focused on matching PNR-derived names against no-fly lists. This proposal underscored the post-9/11 emphasis on using reservation data to mitigate insider threats and unknown travelers, rather than reactive measures. Concurrently, U.S. Customs and Border Protection (CBP, formerly Customs Service) issued an interim final rule on June 25, 2002, implementing ATSA by requiring air carriers on international flights to or from the to provide electronic access to PNR information upon request, including passenger identity details (e.g., name, date of birth, address), itinerary, ticketing, and payment methods. Carriers were required to interface with CBP's within 30 days, with the data used to verify manifests, detect discrepancies, and support efforts by enabling advance vetting. These unilateral requirements pressured foreign airlines, particularly from the , to transmit PNR data preemptively—initially as a "pull" system but evolving toward mandatory "push" transmission 15 minutes before departure by 2003—transforming PNRs into a core tool for border enforcement and intelligence sharing, despite ongoing debates over data protection adequacy. By 2007, this led to formalized EU-U.S. PNR agreements, but the 2002 rule established the precedent for mandatory security access.

Technical Components

Standard Data Elements

Passenger Name Records (PNRs) in contain a set of standardized data elements that form the basis of booking information, enabling operational management, ticketing, and itinerary tracking. These elements are derived from industry standards established by organizations such as the (IATA) and the (ICAO), which outline both essential fields required for a valid reservation and additional optional data collected for enhanced functionality or compliance. Core elements typically include the passenger's full name, which serves as the record's identifier, along with contact details and the comprising flight segments, dates, and routing. Mandatory fields essential for creating and maintaining a PNR generally consist of:
  • Passenger name details, including family name, or initials, and .
  • Itinerary information, such as origin and destination points, flight segments, departure and arrival dates, and booking reference or PNR locator code.
  • Ticketing data, encompassing ticket number, issue date, and fare class.
  • Contact telephone numbers or received-from details indicating the booking agent or .
Optional or supplementary elements, often included for commercial, security, or service purposes, expand the PNR's utility and may encompass:
  • Address information, such as home, billing, or emergency contacts, and email addresses.
  • Payment details, including form of payment (e.g., credit card number and expiry, cash, or prepaid ticket advice) and payer identification.
  • Frequent flyer or loyalty program data, like account numbers and status levels.
  • Special requests, such as seating preferences, meal options, or baggage counts.
  • Historical records, including PNR creation or modification dates, OSI/SSR codes for special services, and remarks fields for free-text notes.
  • Post-booking data, such as check-in status, seat assignments, or baggage tags (typically available only after departure control).
These elements are not uniformly fixed across all systems but adhere to IATA's Passenger and Airport Data Interchange Standards (PADIS) for in global distribution systems (GDS). ICAO guidelines emphasize that operators transmit only already collected in their systems, limiting requirements to those relevant for aviation security and border management, with no universal mandate for all possible fields. Variations occur based on policies, reservation channels, and regulatory demands, such as Advance Passenger (API) integration for biometric matching.

Creation and Processing

A Passenger Name Record (PNR) is generated upon initiation of a booking for an air itinerary, typically through an airline's website, a travel agent, or an online travel agency. The booking details are entered into a Computer Reservation System (CRS) operated by the airline or, for indirect bookings, interfaced via a Global Distribution System (GDS) such as Amadeus or Sabre. This process begins with the collection of mandatory data elements, structured under the industry-standard PRINT acronym: Passenger name, Received from (source of booking), Itinerary, a contact element such as phone number, and Ticketing information. The CRS assembles these elements into a cohesive record, assigning a unique six-character alphanumeric code as the PNR reference for retrieval and management. Optional fields—potentially up to 999 in systems like Amadeus—are appended as the booking advances, including payment details, addresses, frequent flyer numbers, special service requests (e.g., preferences), and ancillary services like or seating. Standards for PNR and creation are governed by the (IATA) Passenger Services Conference Resolutions Manual and the ATA/IATA Reservations Interline Message procedures, ensuring interoperability across systems. Processing of the PNR occurs dynamically throughout the booking lifecycle, involving updates via agent commands or automated inputs to reflect changes such as itinerary modifications, assignments, or cancellations. For multi-carrier itineraries, synchronization across disparate CRS/GDS platforms (e.g., SabreSonic and Amadeus ) relies on for Administration, Commerce, and Transport () protocols to propagate updates. Upon completion, the PNR is end-transacted to finalize the record, triggering issuance of a confirmation to the and, where required, transmission of subsets like Secure Flight data to authorities at least 72 hours prior to departure for U.S.-bound flights. Post-travel, the PNR is archived in the host system for 1 to 5 days before longer-term retention, subject to data minimization and security protocols.

Storage, Retention, and Security Protocols

Passenger Name Record (PNR) data originates in airlines' computer reservation systems (CRS), where it is stored as part of booking itineraries for operational purposes such as ticketing and boarding. Upon legislative mandates, airlines transmit PNR data to designated authorities, such as Passenger Information Units (PIUs) in the or U.S. Customs and Border Protection (CBP), typically via standardized secure protocols like the IATA PNRGOV XML format over encrypted channels to ensure and during transfer. Retention periods for transferred PNR data vary by jurisdiction to balance security objectives with data minimization principles. In the , under Directive 2016/681, retain PNR data for five years from transfer, with an initial six-month period of full access followed by depersonalization—masking personal identifiers like names and contact details—after which re-identification requires judicial or equivalent authority approval for targeted investigations. In the United States, CBP maintains PNR in active status within the Automated Targeting System for up to 3.5 years from creation, transitioning to dormant status for an additional ten years, during which access demands supervisory approval tied to specific threats, inquiries involving death, serious injury, or criminal activity. ICAO guidelines recommend retention no longer than necessary for purposes like border security or redress, aligning with national laws, often capping at five years absent ongoing needs. Security protocols emphasize protection against unauthorized access, alteration, or breach, incorporating technical, procedural, and oversight measures. Authorities apply for data at rest and in transit, role-based access controls limited to "need-to-know" personnel, and audit trails to monitor usage. In the EU, PIUs must adhere to Framework Decision 2008/977/JHA for , including immediate deletion of sensitive elements like racial or religious indicators, with national supervisory bodies ensuring compliance. U.S. CBP enforces safeguards under the and Fair Information Practice Principles, including user access reviews, alerts for sensitive handling, and restricted querying of dormant . These measures mitigate risks, though implementation effectiveness depends on jurisdictional , as evidenced by periodic audits and redress mechanisms for data subjects.

Operational and Security Applications

Commercial and Operational Uses

Passenger name records (PNRs) are primarily generated by airlines within their reservation systems to facilitate core operational functions, such as booking confirmations, itinerary management, ticketing, and processes. Each PNR includes mandatory elements like passenger name, contact details, flight itinerary, and ticketing status, enabling airlines to track and update reservations efficiently. These records, identified by a unique six-character code, support departure control systems for boarding and baggage handling, ensuring seamless execution of flight operations. Through integration with computer reservation systems (CRS) and global distribution systems (GDS) like Amadeus or , PNRs allow for real-time synchronization across partnering airlines, accommodating multi-leg journeys and interline agreements. In commercial applications, PNR data functions as a centralized repository for optimizing revenue streams, including , , and strategies. Airlines leverage PNR-derived insights for origin-destination (O&D) , refining overbooking models based on historical no-show patterns and passenger behaviors to maximize load factors and profitability. Advanced PNR data warehouses enable detection of revenue leakage, such as ticketing class abuses or unclaimed incentives, yielding millions in annual savings for carriers through targeted audits and process improvements. PNRs also underpin and relationship initiatives by incorporating optional fields like frequent flyer numbers and preferences for segmentation and personalized offers. This data informs negotiations, code-share prorate arrangements, and analysis, as airlines evaluate route performance—such as Los Angeles to Chicago flows—to secure favorable inter-carrier deals. Overall, these uses align with industry standards set by bodies like IATA and ICAO, emphasizing PNRs' role in commercial efficiency prior to any regulatory data transfers.

Border Control and Counterterrorism Roles

Passenger Name Record (PNR) data enables border control agencies to perform pre-arrival risk assessments on inbound travelers. In the United States, U.S. Customs and Border Protection (CBP) mandates that air carriers transmit PNR information to authorities no later than 72 hours before departure for flights to the U.S., facilitating automated screening against terrorist watchlists, criminal databases, and behavioral risk indicators via the Automated Targeting System (ATS). This advance processing allows CBP officers to prioritize high-risk passengers for secondary inspections upon arrival, reducing unauthorized entries and smuggling attempts tied to security threats. In operations, PNR supports the identification of potential threats by revealing travel patterns, itineraries, and associations that deviate from normal behavior, such as one-way tickets or irregular routing. A notable case involved the 2010 bombing attempt, where PNR data from Faisal Shahzad's international flight helped U.S. authorities locate and arrest him at as he attempted to escape. member states, under Directive (EU) 2016/681 adopted on April 27, 2016, systematically analyze PNR from extra-EU flights—and intra-EU flights in some cases—to detect terrorist offences, with national Passenger Information Units cross-checking against EU and national databases. United Nations programs, such as the Countering Terrorist Travel initiative launched in 2017, promote PNR alongside Advance Passenger Information () to track foreign terrorist fighters, enabling real-time alerts to prevent their movement across borders. Official evaluations indicate PNR has yielded operational leads in investigations, though quantified outcomes remain limited due to classification; for example, law enforcement authorities reported PNR contributions to suspect identifications in multiple cases by 2020. These applications underscore PNR's role in layered , where with enhances proactive disruption over reactive measures at ports of entry.

Empirical Evidence of Security Impacts

Empirical assessments of Passenger Name Record (PNR) data's security impacts primarily derive from government reports and operational case studies, with limited independent peer-reviewed quantitative analyses available. Department of (DHS) evaluations indicate that PNR analysis has facilitated the identification of high-risk travelers, contributing to efforts. For instance, in 2010, approximately one-quarter of individuals denied entry to the due to terrorism-related ties were initially flagged through PNR data screening. A notable case involved the 2010 Times Square bombing attempt by Faisal Shahzad, where PNR data from his international travel history enabled authorities to intercept him while attempting to flee the country, preventing potential further attacks. Similarly, DHS operational examples include instances where PNR triggered alerts leading to the removal of suspects from flights prior to departure, though aggregate statistics on prevented incidents remain classified or unreported in public sources. In the , the 2020 Commission evaluation of the PNR Directive (2016/681) concluded that implementation yielded "tangible results" in preventing, detecting, and prosecuting and serious crimes during its initial two years (2018-2019), with member states' Passenger Information Units (PIUs) reporting contributions to ongoing investigations. However, specific metrics were not publicly quantified in the report, which relied on national feedback prone to underreporting due to operational sensitivities; for example, France's PIU noted PNR's role in linking suspects to networks but provided no arrest totals attributable solely to PNR. Independent evaluations, such as those from the , highlight a paucity of causal linking PNR to reduced attack rates, attributing this to challenges in isolating PNR's effects amid multifaceted intelligence processes. Broader analyses suggest PNR enhances for terrorist travel, such as identifying safe haven routes or associate networks, but effectiveness metrics are often anecdotal rather than statistically robust, with sources emphasizing qualitative successes over randomized controls. No large-scale studies demonstrate a direct reduction in terrorist incidents attributable to PNR alone, reflecting the tool's integration into layered security systems where attribution is inherently complex.

International Sharing Frameworks

EU-US PNR Agreement

The EU-US Passenger Name Record (PNR) Agreement, formally titled the Agreement between the of America and the on the use and transfer of Passenger Name Records to the Department of Homeland Security, facilitates the systematic transfer of PNR data collected by air carriers operating between the and the to the Department of Homeland Security (DHS) for purposes including , , and border security screening. Signed on December 14, 2011, following negotiations prompted by the expiration of a 2007 interim agreement, it entered into force on July 1, 2012, after approval by the on April 27, 2012, despite initial reservations over data protection adequacy. The agreement applies to all passenger flights to or from the involving carriers incorporated in or operating from the , requiring carriers to transmit PNR data no later than prior to a flight's scheduled departure for inbound flights or immediately after for outbound flights. Key provisions outline 19 specific PNR elements that carriers must provide if available, including passenger names, itineraries, details, and contact , but excluding sensitive such as racial or religious affiliations unless inadvertently collected and immediately deleted. DHS is authorized to use the primarily for automated risk assessments against terrorist watchlists and databases, with manual analysis permitted for flagged records; secondary uses for serious investigations require justification and are limited to up to 1% of total records annually. is capped at five years in an active, unmasked database for hits or selectees, with non-hit masked after six months; after five years, all shifts to a dormant database for up to 10 additional years before purging, subject to Privacy Act protections and oversight by the DHS Chief Privacy Officer. The agreement mandates safeguards against onward transfers to third countries without consent, redress mechanisms via DHS's Traveler Redress Inquiry Program for individuals contesting use, and periodic joint reviews every seven years or upon request. The agreement emerged from post-9/11 security imperatives, building on an initial 2004 interim pact that faced European data protection challenges under the EU's , leading to a 2007 revision that extended transfers but drew for insufficient limits. The 2011 update addressed (ECJ) concerns from prior rulings on data adequacy by incorporating stronger purpose limitations and depersonalization requirements, though it has not faced direct invalidation by the Court of Justice of the European Union (CJEU). Unlike broader CJEU scrutiny of the EU's internal PNR Directive in 2022—which upheld it conditionally for necessity and proportionality but restricted sharing with non-border authorities—the bilateral EU-US pact remains operational, with DHS reporting its role in disrupting over 5,000 high-risk travelers annually as of 2022. Critics, including EU advocates, have contested the agreement's bulk data approach as disproportionate, citing risks of false positives and , but US assessments emphasize its targeted utility in preventing threats without routine profiling.

EU-Canada PNR Agreement

The EU-Canada Passenger Name Record (PNR) Agreement, signed on October 4, 2024, establishes a legal framework for the systematic transfer of PNR data from European Union air carriers to Canadian authorities for flights originating in the EU and destined for Canada. This agreement enables Canada Border Services Agency (CBSA) and Royal Canadian Mounted Police (RCMP) to access up to 19 standard PNR data elements, including passenger names, travel itineraries, payment details, and contact information, to prevent, detect, investigate, and prosecute terrorism and serious transnational crimes such as organized crime and human trafficking. The data transfer occurs no later than 30 minutes prior to a flight's scheduled departure, with provisions for real-time sharing in urgent cases. Negotiations for the agreement concluded on November 24, 2023, following a 2017 Court of Justice of the European Union (CJEU) (Opinion 1/15) that invalidated key aspects of a prior draft due to inadequate data protection safeguards, particularly regarding independent oversight and the handling of sensitive data. The revised accord addresses these concerns by prohibiting the of sensitive (e.g., racial or ethnic origins, religious beliefs), mandating automated pre-analysis of PNR data against predefined criteria, and requiring manual review before any further action. It also limits data retention to five years for analyzed records (with masking of certain fields after six months) and ensures onward transfers to third countries only under strict conditions, such as mutual legal assistance treaties. The consented to the agreement on March 12, 2025, by a vote of 365 to 265, paving the way for the Council of the to conclude it on April 14, 2025, with formal publication in the Official Journal on May 6, 2025. Implementation requires EU member states to align with the EU PNR Directive (2016/681), which mandates intra-EU PNR collection, while Canada must adhere to its domestic privacy laws, including the Privacy Act and Charter of Rights and Freedoms. The agreement includes reciprocity, allowing EU member states reciprocal access to PNR data from Canada-bound flights originating in their territories, and establishes a joint review mechanism to evaluate effectiveness and compliance every three years. Privacy protections emphasize purpose limitation, data minimization, and individual , such as access, rectification, and erasure requests, with an independent oversight body in required to monitor CBSA and RCMP activities. Despite these measures, critics, including groups, argue that bulk data collection risks overreach and function creep, though proponents cite empirical evidence from similar EU-US and EU-Australia agreements showing contributions to thwarting over 1,000 threats annually without disproportionate intrusions. The agreement entered into pending full , enhancing transatlantic security cooperation amid rising global risks.

Other Bilateral and Multilateral Arrangements

The European Union concluded a Passenger Name Record (PNR) agreement with Australia in September 2011, which entered into force on June 1, 2012, enabling the systematic transfer of PNR data from EU air carriers to Australian authorities for the prevention, detection, investigation, and prosecution of terrorist offenses and serious transnational crimes. The agreement mandates that Australia limit PNR data use to predefined purposes, ensure data minimization by retaining information only as necessary, and implement safeguards including automated processing limited to pattern analysis for security risks, with manual review required for any hits. Joint reviews occurred in 2013 and 2019 to assess implementation, compliance with data protection standards, and operational effectiveness, confirming Australia's adherence to purpose limitations and security measures while noting improvements in data deletion timelines. The EU has pursued similar bilateral arrangements with other partners, including authorization in December 2017 for the to negotiate a PNR agreement with , aimed at facilitating data transfers for and serious crime prevention under aligned protections. As of April 2025, negotiations remain ongoing, with the framework emphasizing reciprocity, data security, and restrictions on onward transfers without EU consent, reflecting Japan's domestic PNR system established under its 2016 amendments. These efforts underscore the EU's case-by-case bilateral strategy for PNR sharing, prioritizing third-country commitments to EU-equivalent data protection levels amid concerns over indiscriminate bulk data access. Beyond EU-led initiatives, limited multilateral PNR frameworks exist outside ICAO guidelines, with bilateral pacts predominating to address variances in national laws; for instance, Australia's agreements extend to non-EU partners like the via domestic legislation enabling reciprocal API and PNR exchanges for border security, though formalized EU-style multilateral treaties remain absent.

ICAO Standards and Global Harmonization Efforts

The (ICAO) establishes (SARPs) for Passenger Name Record (PNR) data in Annex 9 to the , specifically Chapter 9, Section D, which requires states to align PNR data requirements and handling with ICAO guidelines to support aviation security and facilitation. These SARPs, adopted by the ICAO in March 2005 and amended on 23 June 2020, mandate the use of standardized data elements such as passenger names, contact information, travel itineraries, and payment details, while emphasizing the "push" method for transmission to minimize operational burdens on airlines. ICAO Document 9944, Guidelines on Passenger Name Record (PNR) Data (First Edition, 2010), provides detailed implementation guidance, recommending up to 19 core and optional PNR elements to supplement Advance Passenger Information (API) for and purposes. Development of these standards originated from the Twelfth Session of the ICAO Facilitation Division in (22 March to 1 April 2004), where a PNR was formed to draft harmonized SARPs, leading to an initial ICAO Circular 309 in April 2006 and finalization at the Sixth Air Transport Conference in Montréal in May 2010. To facilitate standardized electronic transmission, ICAO collaborates with the (WCO) and (IATA) on the PNRGOV message format under Passenger and Airport Data Interchange Standards (PADIS), initiated around 2010 to enable efficient "push" transfers and reduce data inconsistencies across jurisdictions. PNRGOV supports XML and implementations, ensuring for global data sharing while aligning with data protection principles outlined in Doc 9944. Global harmonization efforts focus on encouraging widespread adoption to combat and , with the 2020 Annex 9 amendment urging member states to establish uniform standards for PNR collection, processing, and , thereby streamlining international operations and enhancing without duplicative requirements. These initiatives, including WCO-IATA-ICAO working groups, address variations in national implementations by promoting PNRGOV compliance and periodic updates to guidelines, as evidenced by compliance statements from states like the and that affirm alignment with Doc 9944 and Annex 9 SARPs. Despite progress, challenges persist in achieving full uniformity due to differing national data laws, prompting ongoing ICAO advocacy for integrated systems that balance and facilitation.

Controversies and Policy Debates

Privacy Risks and Data Protection Criticisms

Passenger Name Record (PNR) systems involve the bulk collection and analysis of sensitive from all air travelers, including travel itineraries, payment details, contact information, and sometimes special service requests like dietary preferences or medical needs, raising significant concerns due to their indiscriminate application to innocent passengers. The European Data Protection Supervisor (EDPS) has highlighted that such systematic processing treats every traveler as a potential suspect, infringing on fundamental rights without sufficient evidence of targeted necessity. Critics argue this approach enables , where algorithms profile individuals based on inferred patterns, potentially leading to erroneous flagging, , or unwarranted scrutiny based on factors like or travel history. Data retention periods under PNR frameworks have drawn sharp criticism for exceeding proportionality requirements; for instance, the EU PNR Directive initially allowed retention of all for up to five years, including masked versions for six months, which the EDPS deemed excessive for non-suspicious cases. Following a 2022 Court of Justice of the (CJEU) ruling upholding the Directive's validity but mandating stricter limits, the (EDPB) clarified that general retention should not exceed six months, underscoring prior overreach in storage practices that amplify risks of misuse or unauthorized access. International transfers exacerbate these issues, as agreements like the -US PNR pact have been faulted for inadequate safeguards against third-country surveillance, with the EDPS noting in 2024 that Canada's framework still poses risks to protection standards due to broad access by intelligence agencies. Security vulnerabilities in PNR handling have materialized in real incidents, heightening fears of breaches exposing vast troves of . In 2019, a backdoor in the Amadeus reservation system, used by over 140 , allowed unauthorized access to PNR details including names, emails, and booking codes, affecting millions of passengers globally before being patched. Similarly, Israel's transmitted PNR codes via unencrypted channels, enabling potential interception by malicious actors through man-in-the-middle attacks. Such lapses illustrate the causal chain from centralized to heightened breach risks, where even robust fails against insider threats or software flaws, potentially leading to or targeted exploitation. Privacy advocates, including the EDPS, contend that PNR systems lack robust necessity justifications, as empirical reviews show limited incremental gains from blanket sweeps compared to targeted , while fostering a on travel . The CJEU's Opinion 1/15 critiqued adequacy decisions for PNR transfers, emphasizing that third-country protections often fall short of standards, permitting indefinite retention or sharing without judicial oversight. These criticisms persist despite regulatory tweaks, with ongoing EDPS scrutiny revealing implementation gaps in member states, such as inconsistent anonymization and profiling transparency. Overall, while proponents cite prevention, detractors from bodies like the EDPS prioritize evidence that erosions outweigh unproven benefits, urging narrower, rights-compliant alternatives.

Balancing Security Necessity Against Overreach Claims

Proponents of Passenger Name Record (PNR) utilization maintain that the data's pre-flight analysis enables proactive , allowing authorities to identify potential threats among travelers before boarding, thereby enhancing aviation security. U.S. Customs and Border Protection (CBP) explicitly employs PNR for preventing terrorist offenses and other serious crimes, integrating it into screening processes to flag passengers for additional scrutiny at ports of entry. Similarly, the EU's PNR Directive (2016/681) mandates data transfer for intra- and extra-EU flights to combat and , with automated processing systems designed to detect anomalies in travel patterns. Government agencies, including the Department of Homeland Security (DHS), assert that PNR contributes to layered security measures, though they often classify specific operational successes to avoid compromising methods. Critics, including privacy advocacy groups and legal scholars, contend that PNR systems represent governmental overreach by subjecting all passengers—regardless of suspicion—to bulk and algorithmic profiling, inverting the . The EU Directive permits retention of PNR for up to six months in an unmasked form and five years masked, raising concerns over disproportionate intrusion into private travel details, such as payment methods and seating preferences, which can reconstruct personal itineraries. This approach has been likened to treating every air traveler as a latent , amplifying risks of breaches, misuse, or erroneous targeting due to incomplete or outdated in records. Empirical validation of PNR's efficacy remains limited; a 2015 analysis described the evidence base for its counterterrorism impact as "extremely thin," attributing this to the rarity of verifiable plots and methodological challenges in attributing prevented incidents solely to PNR. A report similarly noted the absence of robust public demonstrations of PNR's preventive value against . Efforts to balance these imperatives include mandatory privacy impact assessments and data minimization protocols in frameworks like the EU-US PNR Agreement, which incorporates safeguards such as purpose limitation and redress mechanisms for affected individuals. DHS reviews have identified improvements in access controls and auditing to mitigate risks while preserving analytical utility. Nonetheless, judicial interventions underscore ongoing tensions: the of Justice of the EU (CJEU) in 2022 invalidated certain member state practices allowing PNR sharing with services absent specific threats, emphasizing proportionality under the EU Charter of Fundamental Rights. Such rulings compel refinements, yet proponents argue that curtailed access could diminish incremental gains in a threat landscape where remains a high-value target, as evidenced by historical attacks like 9/11 that prompted initial PNR expansions. The debate thus hinges on causal attribution—where benefits are inferred from integrated workflows rather than isolated metrics—and the societal tolerance for trade-offs amid persistent transnational risks. The primary legal challenges to passenger name record (PNR) systems have centered on allegations of disproportionate interference with to and data protection under the EU Charter of . In Case C-817/19, Ligue des droits humains v. Conseil des ministres, organizations challenged the Belgian transposition of Directive (EU) 2016/681 (the PNR Directive), arguing that systematic collection and automated processing of PNR data from all intra-EU and extra-EU flights constituted without sufficient safeguards, violating Articles 7 and 8 of the Charter. The Court of Justice of the European Union (CJEU), in its June 27, 2022, judgment, upheld the Directive's overall validity as proportionate to combat and but imposed strict limitations: PNR collection must be confined to flights posing objective risks based on specific threats, rather than blanket application to all routes; processing is restricted to terrorist offences and serious crimes objectively linked to ; and data sharing with non-law enforcement entities like intelligence services requires demonstrated necessity. Earlier, in Opinion 1/15 (, ), the CJEU assessed the proposed EU-Canada PNR Agreement and established adequacy benchmarks under Article 8(2) of the , requiring purpose limitation, data minimization, and effective oversight—standards that influenced the PNR Directive's adoption but highlighted risks of overbroad retention and profiling. Challenges have also arisen in national courts, such as a Polish ruling emphasizing operator compliance burdens under local PNR rules, where non-adherence led to enforcement actions against airlines for incomplete data submission. Critics, including advocates, contend that automated in PNR systems exacerbates base-rate fallacies and biases, yielding high false positives with limited empirical security gains, though proponents cite necessity for preemptive threat detection. Regulatory responses have included guidance from the (EDPB), which on December 15, 2022, urged member states to align implementations with the CJEU's narrowing interpretations, recommending an initial six-month without automated flags and prohibiting indefinite storage. A further EDPB statement in April 2025 reinforced these, noting uneven transposition efforts and stressing manual review of alerts to mitigate discrimination risks in algorithmic processing. Member states have revised national laws accordingly, such as restricting intra-EU PNR scope to high-risk routes, while the has flagged the EU-US PNR Agreement (renewed 2012) as partially misaligned, prompting calls for renegotiation to incorporate proportionality requirements. These adjustments aim to balance security imperatives with judicial mandates, though implementation gaps persist, with some states facing criticism for retaining broad collection practices.

References

  1. https://www.icao.int/sites/default/files/FAL/9944_cons_en.pdf
  2. https://www.altexsoft.com/blog/pnr-explained/
  3. https://amadeus.com/en/travel-glossary/passenger-name-record
  4. https://www.cbp.gov/travel/clearing-cbp/passenger-name-record
  5. https://www.cbp.gov/sites/default/files/documents/pnr_privacy_3.pdf
  6. https://home-affairs.ec.europa.eu/policies/internal-security/law-enforcement-cooperation/travel-information_en
  7. https://verfassungsblog.de/pnr-security/
  8. https://www.gov.uk/government/publications/passenger-name-record-data/passenger-name-record-data
  9. https://www.atlanticcouncil.org/blogs/new-atlanticist/why-sharing-passenger-data-doesnt-fly-for-the-eus-top-court/
  10. https://www.ecfr.gov/current/title-19/chapter-I/part-122/subpart-E/section-122.49d
  11. https://www.iata.org/contentassets/18a5fdb2dc144d619a8c10dc1472ae80/iata_passenger_data_brochure.pdf
  12. https://www.federalregister.gov/documents/2002/06/25/02-15935/passenger-name-record-information-required-for-passengers-on-flights-in-foreign-air-transportation
  13. https://ethw.org/SABRE_Airline_Reservation_System
  14. https://www.businesstravelnews.com/Research/Distribution/A-Brief-History-of-Air-Travel-Distribution
  15. https://www.sabre.com/files/Sabre-History.pdf
  16. https://www.computerhistory.org/revolution/mainframe-computers/7/176/702
  17. https://www.dhs.gov/sites/default/files/publications/privacy_pcr_pnr_review_06262015.pdf
  18. https://www.oig.dhs.gov/sites/default/files/assets/Mgmt/OIGr-05-12_Mar05.pdf
  19. https://www.dhs.gov/sites/default/files/publications/dhsprivacy-pnr-privacyofficefinalreport-september2005_0.pdf
  20. https://www.dhs.gov/xlibrary/assets/privacy/privacy-pnr-agreement.pdf
  21. https://www.iata.org/contentassets/18a5fdb2dc144d619a8c10dc1472ae80/new_doc_9944_1st_edition_pnr.pdf
  22. https://www.iata.org/contentassets/18a5fdb2dc144d619a8c10dc1472ae80/pnrgov20xml20implementation20guide2016_1.pdf
  23. https://www.gov.uk/government/publications/passenger-name-record-data/compliance-with-international-pnr-data-standards
  24. https://www.iata.org/contentassets/da67b41b565c4bd88d5944b136cc8d15/data-protection-white-paper.pdf
  25. https://www.iata.org/contentassets/18a5fdb2dc144d619a8c10dc1472ae80/pnrgov20principles2017201.pdf
  26. https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX:32016L0681
  27. https://www.grouprm.net/what-is-a-pnr/
  28. https://assets.teradata.com/resourceCenter/downloads/WhitePapers/eb2640.pdf
  29. https://www.dhs.gov/sites/default/files/publications/privacy-pia-cbp006-ats-may2021.pdf
  30. https://www.govinfo.gov/content/pkg/CHRG-112hhrg73736/html/CHRG-112hhrg73736.htm
  31. https://eur-lex.europa.eu/eli/dir/2016/681/oj/eng
  32. https://eur-lex.europa.eu/EN/legal-content/summary/use-of-passenger-records-to-prevent-terrorism-and-serious-crime.html
  33. https://www.un.org/counterterrorism/sites/www.un.org.counterterrorism/files/mya_project_itemid_40.pdf
  34. https://eucrim.eu/news/commission-eu-pnr-directive-delivered-tangible-results/
  35. https://www.dhs.gov/xlibrary/assets/privacy/privacy_pnr_report_20081218.pdf
  36. https://www.atlanticcouncil.org/wp-content/uploads/2021/07/Avoiding-the-Next-Transatlantic-Security-Crisis_The-Looming-Clash-over-Passenger-Name-Record-Data_Final.pdf
  37. https://home-affairs.ec.europa.eu/document/download/9ba34b0b-5056-45d8-8945-e3f30640caa7_en
  38. https://www.europarl.europa.eu/RegData/etudes/STUD/2022/730581/IPOL_STU(2022)730581_EN.pdf
  39. https://eur-lex.europa.eu/eli/agree_internation/2012/472/oj/eng
  40. https://www.dhs.gov/publication/passenger-name-records-agreements
  41. https://eur-lex.europa.eu/EN/legal-content/summary/eu-us-agreement-on-airline-passenger-name-record-data.html
  42. https://2009-2017.state.gov/documents/organization/203033.pdf
  43. https://brill.com/display/book/9789004439498/BP000004.xml
  44. https://www.nyulawglobal.org/globalex/passenger_data_us_eu1.html
  45. https://www.canada.ca/en/border-services-agency/news/2024/10/canada-and-the-european-union-sign-agreement-to-enhance-border-security.html
  46. https://www.consilium.europa.eu/en/press/press-releases/2025/04/14/passenger-name-record-data-council-concludes-eu-canada-agreement/
  47. https://eur-lex.europa.eu/EN/legal-content/summary/eu-canada-agreement-on-passenger-name-record-data.html?fromSummary=32
  48. https://eucrim.eu/news/pnr-agreement-with-canada-signed/
  49. https://www.europarl.europa.eu/news/en/press-room/20250310IPR27228/european-parliament-approves-eu-canada-air-passenger-data-agreement
  50. https://eulawlive.com/eu-canada-agreement-on-transfer-and-processing-of-pnr-data-published-in-oj/
  51. https://eucrim.eu/news/council-concluded-eu-canada-pnr-agreement/
  52. https://centreforaviation.com/news/european-parliament-approves-eu-canada-pnr-data-agreement-1308518
  53. https://eulawlive.com/council-concludes-eu-canada-agreement-on-sharing-pnr-data-to-combat-terrorism-and-serious-transnational-crime/
  54. https://www.aph.gov.au/Parliamentary_Business/Committees/Joint/Completed_Inquiries/jsct/4june2008/report1/chapter7
  55. https://eucrim.eu/news/security-union-commission-wants-mandate-eu-japan-pnr-agreement/
  56. https://www.autoriteitpersoonsgegevens.nl/en/themes/transport/travel-data/pnr-data
  57. https://www.statewatch.org/media/documents/news/2015/jul/eu-pnr-third-states-10838-15.pdf
  58. https://www.steptoe.com/a/web/362/607.pdf
  59. https://www.wcoomd.org/en/topics/facilitation/instrument-and-tools/tools/api-pnr.aspx?p=1
  60. https://unitingaviation.com/news/security-facilitation/new-pnr-data-standards-amendment-to-improve-global-counter-terrorism-efforts/
  61. https://www.customs.govt.nz/media/wtdf4pwg/icao-sarps-new-zealand-compliance-statement.pdf
  62. https://www.iata.org/contentassets/67e015cf3db1410392cd5b5bb5961a16/iata_tackling_pnr_data_challenges_conflicts_data_protection_laws.pdf
  63. https://www.edps.europa.eu/data-protection/our-work/publications/opinions/european-pnr_en
  64. https://www.accessnow.org/pnr-directive-eu-security-privacy-risks/
  65. https://ppc.land/edpb-issues-new-guidelines-on-pnr-data-processing-following-court-ruling/
  66. https://www.edps.europa.eu/data-protection/our-work/publications/opinions/2024-04-29-edps-opinion-152024-signing-and-conclusion-agreement-between-eu-and-canada-transfer-passenger-name-record-pnr-data
  67. https://www.bleepingcomputer.com/news/security/over-140-international-airlines-affected-by-major-security-breach/
  68. https://edpl.lexxion.eu/article/EDPL/2020/1/9
  69. https://edri.org/our-work/edrigramnumber9-7edps-on-eu-pnr/
  70. https://privacyfirst.nl/en/articles/pnr-every-airline-passenger-as-a-potential-suspect/
  71. https://www.rand.org/content/dam/rand/pubs/research_reports/RR1200/RR1287/RAND_RR1287.pdf
  72. https://rm.coe.int/16806a601b
  73. https://www.dhs.gov/sites/default/files/publications/dhs-pnr-privacy-review-20130703_0.pdf
  74. https://www.cambridge.org/core/journals/german-law-journal/article/challenge-to-systematic-and-undifferentiated-data-collection-through-strategic-litigation-the-passenger-name-record-case-ligue-des-droits-humains-before-the-court-of-justice-of-the-eu/2053B3F487CF371088C8E1D86603FB87
  75. https://www.insideprivacy.com/international/european-union/court-of-justice-of-the-eu-decides-that-the-passenger-name-record-directive-is-compatible-with-eu-law/
  76. https://www.europeanpapers.eu/en/system/files/pdf_version/EP_eJ_2017_3_3_Overview_Mario_Mendez_00176.pdf
  77. https://pnrgo.com/blog/deep-dive-into-the-groundbreaking-polish-pnr-court-case-with-brzozowski-and-partners-law-firm
  78. https://onlinelibrary.wiley.com/doi/10.1111/eulj.12480
  79. https://www.edpb.europa.eu/news/news/2022/edpb-adopts-statement-cjeu-pnr-judgment_en
  80. https://www.stibbe.com/publications-and-insights/new-edpb-statement-on-implementation-of-pnr-directive-impact-and
  81. https://www.crossborderdataforum.org/avoiding-the-next-transatlantic-security-crisis-the-looming-clash-over-passenger-name-record-data/
  82. https://www.statewatch.org/news/2022/september/eu-travel-surveillance-member-states-seek-to-circumvent-court-judgment-on-pnr/
Add your contribution
Related Hubs
User Avatar
No comments yet.