2a How many grams of solid aluminum sulfide can be prepared by the reaction of 10.6 g of aluminum and 13.4 g of sulfur?
b How much of the nonlimiting reactant is in excess?
3 The SO2 produced in copper recovery reacts in air with
I'll help with 10a... just because it gives me practice
You would write the reaction as P4O10 + 6H2O -> 4H3PO4
i'm going to assume that's supposed to say what is the mass of 4.62 molec of P4O10
so,
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Last week, I alerted you all to some interesting preliminary findings of my ongoing research into oil exports.  The news that world oil exports peaked in 2006 probably came as a surprise, and a troubling one at that.  The post this week is no less troublesome.  Through a peak-oil-export enlightened analysis of diesel crack spreads and diesel exports data, I show that during the heat of the price run, US diesel consumers (i.e. our transportation sector) were for the first time in history outbid by foreign consumers. fleets of trucks, trains, planes, and ships can run on anything but diesel. While the U.S. is a trade dependent nation, individual states are even more so. With $27 million of freight in transit on Washington roadways every hour of every day, and with 46% of jobs in freight dependent industries, Washington is the nation’s most trade dependent state ( link ) (.pdf warning).
Consequently, the Washington economy is especially vulnerable to diesel price surges. In January of 2007, the price for diesel was already $2.50 – a multi-decadal high. Then, over the next twelve months, the price for diesel doubled, and the rising price of crude oil only explains 75% of the increase in price of diesel. What explains the 25% difference?
The answer is hidden in two statistics: the diesel crack spread and diesel exports.
Crack spreads measure the difference between the value of a barrel (42 gallons) of crude oil and a barrel of refined product. If the price for a barrel of diesel is $105 ($2.50 per gallon), and the price for a barrel of oil is $100, the crack spread is $5. Historically, the crack spread for gasoline is roughly equal to the crack spread for diesel. The reason for this is that refiners are usually pretty good at estimating end-use demand, and they have some leeway in adjusting the refining process to maximize the output of the most profitable refined product.
The first of the following graphs (Figure 1) shows the crack spreads for gasoline (red) and diesel (blue). The second graph (Figure 2) shows the difference between the price (per barrel) of diesel and gasoline. Both of these figures show that in the decade before the price run, crack spreads fluctuated very little from the $28 to $32 band, and that gasoline was usually the more expensive of the two, though the difference rarely exceeded $5 per barrel.
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