 and unsought challenges sometimes hasten this jettisoning, which is needed to achieve increased consecration (see Hel. 12:3). If we have grown soft, hard times may be necessary. If we are too contented, a dose of divine discontent may come. A relevant insight may be contained in reproof. A new calling beckons us away from comfortable routines wherein the needed competencies have already been developed. One may be stripped of accustomed luxury so that the malignant mole of materialism may be removed. One may be scorched by humiliation so pride can be melted away. Whatever we lack will get attention, one way or another.
John Taylor indicated that the Lord may even choose to wrench our very heartstrings (see Journal of Discourses, 14:360). If our hearts are set too much upon the things of this world, they may need to be wrenched, or broken, or undergo a mighty change (see Alma 5:12).
Consecration is thus both a principle and a process, and it is not tied to a single moment. Instead, it is freely given, drop by drop, until the cup of consecration brims and finally runs over.
Long before that, however, as Jesus declared, we must “settle this in [our] hearts” that we will do what He asks of us (JST, Luke 14:28). President Young further counseled us “to submit to the hand of the Lord, … and acknowledge his hand in all things, … then you will be exactly right; and until you come to that point, you cannot be entirely right. That is what we have to come to” (in Journal of Discourses, 5:352).
Thus, acknowledging God’s hand includes, in the words of the Prophet Joseph, trusting that God has made “ample provision” beforehand to achieve all His purposes, including His purposes in our lives (Teachings of the Prophet Joseph Smith, p. 220). Sometimes He clearly directs; other times it seems He merely permits some things to happen. Therefore, we will not always understand the role of God’s hand, but we know enough of his heart and mind to be submissive. Thus when we are perplexed and stressed, explanatory help is not always immediately forthcoming, but compensatory help will be. Thus our process of cognition gives way to our personal submission, as we experience those moments when we learn to “be still, and know that I am God” (Ps. 46:10).
Seventy years ago, Lord Moulton coined a perceptive phrase, “obedience to the unenforceable,” describing “the obedience of a man to that which he cannot be forced to obey” (“Law And Manners,” Atlantic Monthly, July 1924, p. 1). God’s blessings, including those associated with consecration, come by unforced obedience to the laws upon which they are predicated (see D&C 130:20–21). Thus our deepest desires determine our degree of “obedience to the unenforceable.” God seeks to have us become more consecrated by giving everything. Then, when we come home to Him, He will generously give us “all that [He] hath” (D&C 84:38).
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I was in a similar scenario, where I had the choice of lying or coming clean and asking for help.  I went with the second option, and I don't regret it.

Granted, if you're not 100% sure you're ready to stop, it's going to be impossible to stop.  But if you legitimately want to clean up, being honest- and getting the help that comes with it- is the best way to handle this.  It's hard to quit, both physically and mentally, but it's easier if you have emotional support from people who love you, and the only way to get that support is to be honest.The Port of Montreal continues to set records in virtually every sector of cargo activity. Moreover, it is generating greater economic benefits, creating more and more jobs, and making significant investments in its infrastructures to meet future growth.
The port handled a record 38.9 million tonnes of cargo in 2018, an increase of 2.3% over the previous year. It was a fifth consecutive record-tonnage year. The port moved unprecedented volumes of containerized and liquid bulk cargo, and enjoyed yet another record year in the cruise sector.
Tonnage growth is continuing in 2019. Through August, the port had handled 26.9 million tonnes of total cargo and 1.2 million TEUs, increases of 11.6% and 5.5%, respectively, over the same period last year.
The port also enjoyed in 2018 a record-setting year in the liquid bulk sector, where traffic reached 16.4 million tonnes, and in the cruise sector, with the port welcoming 127,061 passengers and crew members.
“All of these factors contribute to making the Port of Montreal a major economic force for the region and the country,” Ms. Vachon said.
Indeed, a new study on the Port of Montreal’s economic benefits, conducted by S&B Data, has reassessed upwards the port’s positive impact. According to the study, the port now generates close to $2.6 billion in Canadian GDP, of which more than 90% is concentrated in Quebec. This represents a 23% increase over the last economic impact assessment conducted in 2014.
Furthermore, the port helps maintain more than 19,000 direct, indirect and induced jobs in the various sectors related to marine and port activities. Growth in the container sector alone has created in the past year 218 new full-time longshore and checker jobs in the Port of Montreal (the Maritime Employers Association employs longshoremen and checkers in the port).
The MPA is continuing to invest in its infrastructure in order to handle increasing volumes of containerized cargo. In addition to the advancement of its Contrecoeur Port Terminal Expansion Project (see separate story in this section), it has launched a second construction phase at its newest container facility – Viau Terminal – to boost handling capacity.
Viau Terminal, operated by Logistec Corporation’s Termont Montreal Inc., handles about 350,000 containers annually. This second and final phase will add 250,000 TEUs to the terminal’s current capacity, increasing it to 600,000 TEUs.
The project will enable the Port of Montreal to reach its maximum handling capacity of 2.1 million TEUs on the Island of Montreal. The MPA, Termont Montreal and the federal government are investing in the project.
The project works will run to December 2020 and will mainly include the installation of piles, railway works, dynamic soil compaction, underground infrastructure works, the laying of foundation, and paving. Throughout the works, in accordance with the commitment made by the MPA and Termont Montreal during public consultations on the project held in 2015, mitigation measures will be implemented to minimize inconvenience to neighbouring communities. For example, dust suppressants will be applied to prevent or reduce the spread of dust, and motorized equipment will be fitted with high-performance mufflers.
The infrastructure project will enable the world’s second largest shipping line, MSC, a longstanding partner of both Termont Montreal and the port, to develop and increase its services through Montreal.
The completion of Viau Terminal will end all possible development of the port’s container-handling spaces on the Island of Montreal.
The bulk cargo sector continues to play a dominant role in the Port of Montreal’s growth. In fact, the liquid bulk category recorded the most significant traffic increase in 2018, up 11.7% over the previous year. Enbridge’s Line 9B reversal was the main reason for the increase, followed by greater volumes of imported processed products.
In this cargo sector, Montreal International Fuel Facilities Corporation (MIFFC) is planning to develop a $150-million airport jet fuel terminal on MPA-owned land. The Bureau d’audiences publiques sur l’environnement (Quebec’s office for public hearings on the environment) gave its go-ahead for the project in July.
Under the project, jet fuel will arrive directly at the port by ship and be moved into storage tanks for onward supply to the three largest airports in Eastern Canada, including Montreal-Trudeau International Airport. When completed, the project will help reduce greenhouse gas