In Brussels, at the political headquarters of NATO, and in Mons, the military “Pentagon” of NATO just an hour south, officials will be working through the weekend. The 28-nation alliance, after all, is founded on one key premise enshrined in the Article 5 of its founding treaty: “The Parties agree that an armed attack against one or more of them in Europe or North America shall be considered an attack against them all and consequently they agree that, if such an armed attack occurs, each of them, in exercise of the right of individual or collective self-defence recognised by Article 51 of the Charter of the United Nations, will assist the Party or Parties so attacked.” It is worth noting that the only country to ever activate Article 5 was the United States after the 9/11 attacks in 2001.
If France would like to become the second such country, the first step would be to call for an Article 4 consultation, which would convene the ambassadors of the 28 nations, who are in permanent session in Brussels, to discuss the situation and decide a course of action. This happened most recently in 2014, when Turkey requested an Article 4 meeting after the Islamic State attacks there.
It seems likely that an Article 4 meeting would conclude that the Paris massacres, given their scale and scope, should be considered an attack under Article 5. That would be entirely appropriate. The terrorist attacks — assuming that the Islamic State is, in fact, responsible for them — are the culmination of a long-running humanitarian disaster in Syria that has destabilized the Middle East and initiated the flow of millions of refugees into the heart of Europe. NATO can no longer pretend the conflict does not affect its most basic interests.http://foreignpolicy.com/2015/11/14/natos-turn-to-attack-paris-terrorist-isis/
For the first time in at least a decade, imports fell in both September and October at each of the three busiest U.S. seaports, according to data from trade researcher Zepol Corp. analyzed by The Wall Street Journal. Combined, imports at the container terminals at the ports of Los Angeles, Long Beach, Calif. and around New York harbor, which handle just over half of the goods entering the country by sea, fell by just over 10% between August and October.
The declines came during a stretch from late summer to early fall known in the transportation world as peak shipping season, when cargo volumes typically surge through U.S. ports.