South African Railways had also used GSC cast trucks under its GE U12B fleet, as shown in this 1958 advertisement:
Cast trucks were optional on the GE U9B/C, U12B/C and U18B/C models. Standard was GE’s fabricated truck, the C-version of which is shown here:
This had cast side-frames welded to cross-members.
It is interesting that whereas GSC described the SAR U12B trucks as being of the “swing motion type”, GE used the term “lateral motion”. I think that the latter might be more accurate in respect of the GE floating bolster trucks, which did not have swing links as such. But then I guess that GSC was accustomed to its own Commonwealth designs with swing hangers, and simply saw the GE design as a variation on the same basic theme.
Included in that GE brochure excerpt is the comment that rubber bolster mounts had been in service for over five years. The brochure was dated 1961 August, so that takes us back to 1956. Aside from the Mexican UD18Bs, which did not have floating bolster trucks, the first Universal deliveries with floating bolsters look to have been the Chilean U9Cs, mid-1957.
Backing into 1956 brings the Manila Railroad (MRR) streamliners and modified road-switchers into view, these having been delivered in mid-1956. These had trucks of typical GE pre-Universal export design, welded, outside-equalized with slab-type side frames with cutouts for the coil primary springs. They were described as having lateral-motion bolsters. Outline drawings of each show the bolster top just visible above the truck side-frames, similar to the case for the later GE floating bolster trucks. There were no side-frame cutouts for elliptical bolster springs, so whilst it was possible that they had inside swing links with coil springs, it is equally, and perhaps more possible that they had the rubber pads.
It is circumstantial evidence only, but the timing (mid-1955), description (lateral motion), and outline drawing all align to suggests that these MRR locomotives were the first to be fitted with GE’s floating bolster secondary suspension trucks.
I cannot trace that any of the other late pre-Universal exports were fitted with floating bolster trucks, although some, from circa 1953 onwards, had a rather unusual form of swing motion. The New South Wales (NSWGR) 43 class, built by Goninan, was an outlier in that it had conventional inside-equalized cast Commonwealth trucks with inside swing-links and elliptical bolster springs. They were supplied by Bradford-Kendall, who was the Australian Commonwealth licensee. So it may have been an arrangement of convenience, to facilitate local supply of a reasonably standard design. Also, NSWGR may have indicated that it was concerned about ride quality at higher speeds. Later on, I think it stated a preference for the riding qualities of the Alco DL-500 over those of the Clyde-GM A7. Apart from trucks and body style, I think that much of the equipment used in the NSWGR 43 was very similar to that used in the final tranche of the Chilean broad-gauge “shovel-nose” cab units.