If I may add a comment or two to Bob's, above.
You might need to cut Bob's text a little slack. Were he to put in all the caveats and such like, the book would be 1000 pages long before he got anywhere near finished. To some extent, we have/choose to cut the detail a bit (lot ?) for the target audience.
The intersections of the curves represent the sensible min/max speeds at which the aircraft can be flown, typically, in level flight. That is to say, at the low speed end, all the available power is expended overcoming drag power (in this case, mostly lift-dependent, or induced, drag associated with the high CL
) while at the high-speed end, surprise, surprise, all the available power is expended overcoming drag power (in this case, mostly lift-independent, or parasitic, drag associated with our inane desire to go a bit faster than we might really need - certainly a good way to increase the fuel bill for very little sector time gain). The low speed intersection doesn't, necessarily, involve stall; that will depend on where the intersection is in relation to the stall speed in level flight.. Sure, you always can stall with high power but, often, you will need to slow down somewhat which involves descending - much the same as stalling with a lesser or idle power setting. I would be horrified to think that there are instructors out there running stall sequences with maximum power settings - not a good idea.
Consider the risks, though, with really high power stalls.
At the low speed end, should you have enough power to be back at the stall speed in level flight and you do actually stall, you might be in a world of hurt with the recovery - generally, it's not a really bright idea to swan about doing high power stalls as there are few situations where a civil pilot needs to exploit that part of the envelope. Similar considerations apply if you don't have enough power and stall during a high power descent. Either way, propeller forces can do funny things as there are forces at play other than thrust with high alpha, high power, operations. We need to have some exposure to moderate power stalls to provide some training for mishandled go-rounds and the like but that is quite different to a maximum power stall situation.
At the high speed end things aren't that bad - go faster and you have to start descending as there is nothing left in the power larder to bring to the table.
So, when Bob's text suggests that the "curves determine the minimum and maximum possible airspeeds" you need to add, mentally, something along the lines of "for level flight". The low speed end might, or generally might not, coincide with the relevant stall speed. Either way, be prepared for a roller coaster ride if you do stall at very high power settings.
Using only the power required and available curves doesn't, necessarily, tell us anything about the specific stall speed - except that the power required should end at the low speed end somewhere aligned with the stall speed. I suggest that the syllabus is talking a little more generically and considering the situation where, with the addition of power (to whatever extent), the curves will provide an indication of the resulting low speed equilibrium cruise speed but should only be thought of in a manner similar to the sort of approach we do to a certification stall, just with a different (ie a bit more) power.
And do keep in mind that the POH certification stall speed (at low/idle power) will see quite measurable reductions as power is increased for the approach to the stall. In addition, the PEC becomes a bit problematic and the ASI might get quite imaginative - think power on stalls in the smaller Cessnas where the IAS, apparently, goes towards zero.
