Question: In between Junction Canal and California Aqueduct which one was last used in 1871, and was then abandoned?

full_context: Document 1: Pennsylvania Canal (Susquehanna Division): The Susquehanna Canal of the Pennsylvania Canal System was funded and authorized as part of the 1826 Main Line of Public Works enabling act, and would later become the Susquehanna Division of the Pennsylvania Canal under the Pennsylvania Canal Commission. Constructed early on in America's brief canal age, it formed an integral segment of the water focused transportation system which cut Philadelphia-Pittsburgh (pre-railroad) travel time from nearly a month to just four days. One of the system's navigations, the Susquehanna Canal/division created a mule-towed navigable channel 41 mi along the west bank of the main stem of the Susquehanna River between a lock terminus near the mouth of the Juniata Tributary River and the canal basin at Northumberland. Meeting the West Branch Canal and the North Branch Canal at Northumberland, it formed a link between the public and private canals upriver and the main east–west Pennsylvania Canal route known as the Main Line of Public Works which was devised to connect Philadelphia to Pittsburgh, southern New York, northern Pennsylvania and Lake Erie using most of the far reaches of the Susquehanna's tributaries.
Document 2: Pennsylvania Canal: Pennsylvania Canal "(or sometimes Pennsylvania Canal system)" refers generally to a complex system of transportation infrastructure improvements including canals, dams, locks, tow paths, aqueducts, and viaducts. The Canal and Works were constructed and assembled over several decades beginning in 1824, the year of the first enabling act and budget items. It should be understood the "first use of any railway" in North America was the year 1826, so the newspapers and the Pennsylvania Assembly of 1824 applied the term then to the proposed Right of ways mainly for the canals of the Main Line of Public Works to be built across the southern part of Pennsylvania. Enacted before Railroads gestated during their infancy, the focus of the act was to create through building a canal system, the capability to ship heavy or bulk goods and connect Philadelphia to Pittsburgh—and "more importantly"—and "beyond" to the "new growth markets" in the developing territories reached by the Ohio River now called the midwest. Later, when updated in 1837 to reflect the experience of twelve years of toddler-railways, the term was also applied to railroads and new canals to be added to the state transportation system. As a crowning achievement, the Main Line of Public Works and the Pennsylvania Canal system topped 2100 ft in elevation by erecting the Allegheny Portage Railroad, which used a system of five inclines and five planes on each side of the Eastern Continental Divide at Cresson Pass in Cambria County to actually haul wheeled flat cars, which had halved canal boats placed on them, up and over the Allegheny Front and connect Pittsburgh to the Susquehanna. When finished in 1834 the trip from Philadelphia to Pittsburgh could be made in 3–5 days, weather conditions depending.
Document 3: Schuylkill Canal: Schuylkill Canal is the common, but technically inaccurate, name for the Schuylkill Navigation, a 19th-century commercial waterway in and along the Schuylkill River in the U.S. state of Pennsylvania. The "canal" was actually a system of interconnected canals and slack-water pools in the river, which is called a navigation. Chartered in 1815, the Schuylkill Navigation opened in 1825 to provide transportation and water power. At the time, the river was the least expensive and most efficient method of transporting bulk cargo, and the eastern seaboard cities of the U.S. were experiencing an energy crisis due to over forestation. It fostered the mining of anthracite coal as the major source of industry between Pottsville and eastern markets. Along the tow-paths, mules pulled barges of coal from Port Carbon through the water gaps to Pottsville; locally to the port and markets of Philadelphia; and some then by ship or through additional New Jersey waterways, to New York City markets.
Document 4: Colorado River Aqueduct: The Colorado River Aqueduct, or CRA, is a 242 mi water conveyance in Southern California in the United States, operated by the Metropolitan Water District of Southern California (MWD). The aqueduct impounds water from the Colorado River at Lake Havasu on the California-Arizona border west across the Mojave and Colorado deserts to the east side of the Santa Ana Mountains. It is one of the primary sources of drinking water for Southern California.
Document 5: San Diego Aqueduct: The San Diego Aqueduct, or San Diego Project, is a system of four aqueducts in the U.S. state of California, supplying about 90 percent of the water supply for the city of San Diego. The system comprises the First and Second San Diego Aqueducts, carrying water from the Colorado River west to reservoirs on the outskirts of San Diego. The 70 mi First Aqueduct consists of the pipelines 1 and 2, which run from the Colorado River Aqueduct near San Jacinto, California, to the San Vicente Reservoir, approximately 15 mi northeast of the city. Pipelines 3 and 4 make up the 94 mi Second Aqueduct. Together, these four pipelines have a capacity of 826 ft3/s . The smaller, 12.5 mi Fallbrook-Ocean Branch branches from the First Aqueduct into Morrow Reservoir. The La Mesa-Sweetwater Branch originates from the First Aqueduct, flowing into the Sweetwater Reservoir.
Document 6: California Aqueduct: The Governor Edmund G. Brown California Aqueduct is a system of canals, tunnels, and pipelines that conveys water collected from the Sierra Nevada Mountains and valleys of Northern and Central California to Southern California. Named after California Governor Edmund Gerald "Pat" Brown Sr., the over 400 mi aqueduct is the principal feature of the California State Water Project.
Document 7: South Bay Aqueduct: The South Bay Aqueduct is an aqueduct located in the eastern part of the San Francisco Bay Area. It conveys water from the Sacramento-San Joaquin Delta through over forty miles of pipelines and canals. It begins in north-eastern Alameda County on the California Aqueduct's Bethany Reservoir serving as the forebay. The aqueduct flows along the eastern and southern edges of the Livermore Valley. Then it flows through a series of tunnels to an end in the foothills of eastern San Jose, 5 miles (8 km) from downtown San Jose, California.
Document 8: Los Angeles Aqueduct: The Los Angeles Aqueduct system, comprising the Los Angeles Aqueduct (Owens Valley aqueduct) and the Second Los Angeles Aqueduct, is a water conveyance system, built and operated by the Los Angeles Department of Water and Power. The Owens Valley aqueduct was designed and built by the city's water department, at the time named The Bureau of Los Angeles Aqueduct, under the supervision of the department's Chief Engineer William Mulholland. The system delivers water from the Owens River in the Eastern Sierra Nevada Mountains to Los Angeles, California. In 1971 it was recognized by the American Society of Civil Engineers on the List of Historic Civil Engineering Landmarks.
Document 9: Inland Feeder: The Inland Feeder is a 44 mi high capacity water conveyance system that connects the California State Water Project to the Colorado River Aqueduct and Diamond Valley Lake. The Metropolitan Water District of Southern California designed the system to increase Southern California's water supply reliability in the face of future weather pattern uncertainties, while minimizing the impact on the San Francisco Bay/Sacramento–San Joaquin River Delta environment in Northern California. The feeder takes advantage of large volumes of water when available from Northern California, depositing it in surface storage reservoirs, such as Diamond Valley Lake, and local groundwater basins for use during dry periods and emergencies. This improves the quality of Southern California drinking water by allowing more uniform blending of better quality water from the state project with Colorado River supplies, which has a higher mineral content.
Document 10: Junction Canal: The Junction Canal was a canal in the states of New York and Pennsylvania in the United States. The canal was also called the Arnot Canal, after the name of its principal stockholder, John Arnot of Elmira, New York. The canal was built and operated by a private stock company. The canal was partly open in 1854, but the entire length was not finished until 1858. The completed canal was 18 mi long and had 11 locks. Then intent was to lengthen the reach of the Chemung Canal deeper into Pennsylvania in order to connect to the canal systems there. Competition with railroads led to diminished use of the canal. In 1865 the canal was severely damaged by a flood. In 1866, the stock company was authorized to change its name to the "Junction Canal and Railroad Company," and work commenced in constructing a railroad on its right of way. The canal was last used in 1871, and was then abandoned.
Document 11: Pennsylvania and Ohio Canal: The Pennsylvania and Ohio Canal, also known as the P & O Canal, the Cross Cut Canal and the Mahoning Canal was a shipping canal which operated from 1840 until 1877 (though the canal was completely abandoned by 1872). It was unique in that it served to connect canals in two states (the Ohio and Erie Canal in Ohio and the Beaver and Erie Canal in Pennsylvania) and was funded by private interests.
Document 12: Pennsylvania Canal (North Branch Division): The North Branch Division of the Pennsylvania Canal was a historic waterway that ran 169 mi along the North Branch Susquehanna River between southern New York and north-central Pennsylvania in the United States. At its southern end, the canal connected with the West Branch Canal and the Susquehanna Division Canal at Northumberland, while on the north it connected with the Junction Canal and the New York canal system. Built between 1828 and 1856, the North Branch Canal was part of a large transportation network that included Pennsylvania's Main Line of Public Works.
Document 13: Pat Brown: Edmund Gerald "Pat" Brown Sr. (April 21, 1905 – February 16, 1996) was an American politician and lawyer who served as the 32nd Governor of California from 1959 to 1967. Born in San Francisco, Brown had an early interest in speaking and politics; he earned a LL.B. degree in 1927, and subsequently began legal practice. As district attorney for San Francisco, he was elected Attorney General of California in 1950 before becoming the state's governor in 1959. As governor, Brown embarked on massive projects, building important infrastructure and redefined the state's higher education system. While running twice for President in 1960 and 1964, finishing second and first in the primaries, respectively, he was never a serious contender in the national conventions. While losing his bid for a third term in 1966 to future President Ronald Reagan, his legacy earns him regard as the builder of modern California. His son Edmund G. "Jerry" Brown Jr. was the 34th and is currently the 39th Governor of California; his daughter, Kathleen Brown, was the 29th California State Treasurer.
Document 14: Junction Canal: The Junction Canal was a canal in the states of New York and Pennsylvania in the United States. The canal was also called the Arnot Canal, after the name of its principal stockholder, John Arnot of Elmira, New York. The canal was built and operated by a private stock company. The canal was partly open in 1854, but the entire length was not finished until 1858. The completed canal was 18 mi long and had 11 locks. Then intent was to lengthen the reach of the Chemung Canal deeper into Pennsylvania in order to connect to the canal systems there. Competition with railroads led to diminished use of the canal. In 1865 the canal was severely damaged by a flood. In 1866, the stock company was authorized to change its name to the "Junction Canal and Railroad Company," and work commenced in constructing a railroad on its right of way. The canal was last used in 1871, and was then abandoned.
Document 15: Bald Eagle and Spring Creek Navigation: The Bald Eagle and Spring Creek Navigation Company was a canal company in central Pennsylvania intended to link the iron industry of Bellefonte, Pennsylvania, with the Pennsylvania canal system. Opened for half its length in 1837, the remainder of the canal was not completed until 1848. Destroyed by flooding in 1865, it was not rebuilt; a paralleling railroad completed that year replaced it.
ground_truth: Junction Canal