On the other side of the English Channel, in Paris, preventive maintenance is also the key to profitability, according to Andre Rousselet, president of G-7, said to be the world's largest taxi cab company. The firm, which was founded in 1905 by Count Waleski, the great grandson of Napoleon, owns more than 2,000 of the 12,000 cabs that operate in Paris and surrounding suburbs.

"Because of the heavy workout that our cabs get it is vital that we adhere to a strict routine of preventive maintenance," Rousselet said through an interpreter.

An example of the heavy workout that the G-7 cabs get is the company's accident rate. Rousselet said that approximately 50 cabs a day are involved in some sort of mishap. He was quick to add that most of the accidents are of the scraped fender variety. The company does all of its own body repair work, operating out of seven garages.

Judging from the way people in Paris drive, it is not difficult to understand the high accident rate. The rule of the road in Paris seems to be, "whoever has the most courage has the right of way." During peak periods traffic at many of the city's main intersections is almost uncontrollable. At the famous Arch of Triumph, for example, nine streets intersect without a stop light or stop sign.

All of the cabs in the company's fleet are Simca models. G-7 was formerly owned by Simca and it still has a close working arrangement with the French automaker.

3-Year Program

Rousselet said the company is currently operating under a three year replacement program but with a closer control over operating procedures and a strict preventive maintenance program, it hopes to make the vehicles last four years.

We are constantly running tests to see how we can increase mileage and vehicle life," Rousselet said. Our vehicles now average 100,000 miles at trade-in time, but we think that we can increase that to 125,000 miles. In fact, we now have some vehicles that average 125,000 miles over four years.

The company used to trade one-third of its cabs every year. Beginning this year the company will trade one-fourth of its cabs each year, thus switching from a three year replacement cycle to a four year cycle.

None of the G-7 cabs are equipped with two-way radios Rousselet said that tests have shown that two-way radios would cost $2 a day to operate and increase gasoline consumption by two-thirds of a gallon per mile.

"The cost is too high in relation to the profit potential," Rousselet said. "Don't forget, we have 12,000 cabs operating here. With so many cabs it wouldn't pay to install radios."

Instead of two-way radios, G-7, in cooperation with other Paris taxi operators, is experimenting with a call system similar to the taxi call boxes used in many U. S. cities. Under the system, a special network of telephone call boxes would be set up at strategic locations around Paris. They would be controlled by a central operating station. If a Parisian wanted a taxi, all we would have to do would be to call the central station and give his location. The person receiving the call at the central station would pinpoint the location and ring up the nearest telephone call box. If a cab was at: the station he would answer the call and proceed to the location given. If the stand was empty, a bell would ring until a cruising cab answered the call.

"I think this is the answer to two-way radio," Rousselet said. "To make it succeed all Paris taxi operators would have to pool their efforts."

Paris taxi cab owners operate under a condition which American operators would consider a severe handicap. Each cab is allowed to be on the street for only 10 hours. This is one reason for the 12,000 cabs.

Restricted Use

The 10 hour limit is controlled by a device attached to the cab's fare meter. When the driver starts out he sets the meter and he has to be back in the garage in 10 hours. The cab then sits idle for 14 hours before its next tour of duly. Included in the 10 hour limit is the driver's lunch period.

This limit places a restriction on the earning power of the taxi cab companies. For maximum profit an operator has to make full utilization of his cabs.

Another area where French taxi cab operations differ from the United States is in the driver training program. Before a driven can qualify to drive a cab he must attend a special school. The school, initiated by G-7 and supported by all Paris cab operators, instructs drivers in the rules of the road in addition to schooling them in Paris geography.

G-7 has approximately 2,300 drivers, including 150 women - Rousselet said his company was the first taxi concern to employ women. There are an additional 500 clerical and maintenance personnel.

According to Rousselet, a good taxi cab driven can earn up to $200 per month, including tips. This is considered a good salary in France and is about equal to the starting salary of school teachers.

One question that Rousselet couldn't answer about Paris taxi operations was why the fare meter is always on the outside of the cab.

"They have always been there," he explained.

G-7 transports more than 80,000 passengers a day. In a year's time, Rousselet said, the number of passengers carried tops the 25,000,000 mark. This is more than half the population of France!

Naturally, a great many of the passengers are tourists. This poses some problems, since few of the drivers speak more than one language. Still, with a few catch phrases and the universal sign language, it is possible: to travel by cab in Paris without too much difficulty. The Paris taxi drivers know pretty much what Americans want to see and do. For example, if you mention "Harry's" to any driver, hell know immediately that you want to go to Harry's American Bar.

Taxi operations in Rome; are not much different than in Paris except that the drivers are a little bit on the wild side. It is not unusual to go roaring through the middle of Rome traveling 50 m.p.h. Also, the Rome taxi cab drivers are more likely to overcharge tourists, especially Americans.