No. SVC suggestions This paper arguments
Authors proposed that by the polluters could create an organization that will be responsible of pollution reduction with an account of SERINGAS1 .
SERINGAS is a complicated and time-consuming approach.
Also mentioned other ways to carbon-offsetting model as CO2 reduction tickets from available places as post office or newsagents or website where citizens can purchase or cancel emission permits. Even need an organization to maintain ticketing system or website purpose, and where for all need money as well.
3. Their argues are: each emission permits are one time useable whereas ‘carbon-offsets’ can be sold multiple times as they are out of electronically untracked. Already mentioned that emission permits maintenance purpose also need organization where they will produce ticket or coupon for that. And the importance of electronically tracking will be explained later in this paper.
4. SVC has mentioned that emission permit holder entirely responsible of his own emissions as opposite of carbon-offset. Without tracking how do they confirm about it?
5. Unfortunately, if citizens buy huge amount of emission permits then the consequences get worse because of increasing price of goods that contributing of global warming. So, to control it need campaign for both purchase and cancellation of emission permit. And to control need also organization and many processes for that. It may make complicated situation where citizens may feel disturb and even their participation amount could be less as presents. General citizens want less complicated and easy-going life system.“The SERINGAS registry belongs to the CDC (Caisse des De ́ poˆ ts et Consignations, i.e. translated into English, the savings deposits and retirement savings funds). CDC is a state-owned financial institution that performs public-interest missions on behalf of France’s central, regional and local governments.” Another scientific essay ‘Can Taxes on Cars and on Gasoline Mimic an Unavailable Tax on Emissions?’  introduces the idea of implementing a tax on emission for gasoline measured by the characteristics of a vehicle. Although this approach reduces the complexity of CO2 emission compensation, but raising taxes might be a long political process, it takes away the voluntary character and there is always the concern of an insidious future tax misappropriation. And engine size is not a matter rather need to know how much fuel is using by any transportation to compensate for co2 emissions. Also, another problem of their methodology is the requirement that ‘the attributes of each vehicle would have to be identifiable at the pump’ . It is a time-consuming process and costly to maintain employees for all pump station.
‘The simple economics of motor vehicle pollution: A case for fuel tax’ , suggests high fuel taxation to start a selective process in which people will prefer cars with efficient engines that will emit less CO2. Although this approach differs slightly from the previous (‘Tax on Emissions’ ), my argument for implementing higher taxes applies to this as well.
‘A model system for the assessment of the effects of car and fuel green taxes on CO2 emission”,’ (CFTCE)  analyses the effectiveness of different taxation policies in regard on reducing CO2 emissions. While examining five sub-models CFTCE gets to the conclusion that introducing a tax on car usage turns out to be most effective when it comes down to reducing CO2 emissions. The five models are: “(a) the car class choice; (b) the disposal/repurchase choice; (c) the car cohort sub-model; (d) driving condition sub- model; and (e) the life-cycle CO2 sub-models.”  Even though this study addresses the complexity of the influence of different taxes and suggests the most effective tax to reduce emissions, it still leaves a fairly big quantity of emitted CO2 by fossil fueled cars without a compensation model to compensate/reduce the remaining CO2. Furthermore, it encounters the same difficulties as the previous approaches that target fuel taxation. Because of the still high dependency on fossil fuel in the transportation sector, reducing the CO2 emissions only by using taxes is having a limited effect.
‘Atmosfair’ is one of the most well-known organization for CO2 emission compensation in Germany. Compensation models include flights, cruise ships or individually chosen CO2 levels. It lacks a calculator for CO2 emissions depending on the amount and type of fuel used. Since the pre-designed models are limited to flights and cruise ships and that the mathematics behind CO2 creation by fuel or kind transportation is not common knowledge, it limits the ability for this system to be widely accepted. Also, the time and place of compensation does not match the time and place of CO2 emission makes the use of this system inconvenient, since the user will have to actively book his CO2 compensation after the emission is caused. The ‘Atmosfair’ is a technically working option to compensate large amounts of CO2 emissions, but it is doubtful that this way will find a general acceptance and covers a large portion of the CO2 emitted by private transportation.
Also ‘myclimate’  is a very popular organization for compensation of CO2 emission. Here same procedures for compensation as ‘Atmosfair’. Negative features of some mobile apps for CO2 compensation as ‘Klima-Kollekte’  and ‘Flight CO2 Calculator’  also will be demonstrated at chapter 6.1. The author cooperates with a small company to create a system to compensate CO2 emissions. Data is collected by interviewing the company staffs, partner companies in different industries, universities students, official job holders, and other job sectors. Sometimes interviews are more fruitful for proper data collection . Sometimes had these interviews longer on specific groups of the interrelated whole process as sometimes longer interview  and focus groups  brings situations that are hiddenly stay in mind what are very much important to get success for the target research. This includes companies that actively offer compensation of CO2 emissions as well as energy companies. The author will investigate different schemes of how to compensate CO2 emissions by type of transportation or fuel usage. Existing platforms for CO2 compensation like ‘Atmosfair’, ‘myclimate’, ‘Klima-Kollekte’ and ‘Flight CO2 Calculator’ will be analyzed and weaknesses will be eliminated. The findings of published studies, essays and other available documents, such as [1, 2, 3, 4] will be taken into account. This research approach therefore is an ethnographical study  to understand better human behaviors that relate to propose approach to make validity as to be good progress for successful implementation. The author will focus on creating a scalable system, to quickly offer a CO2 compensation in any part of the world. This includes finding a method of compensation that is not only easy to use, but also on a global basis a socially accepted method, which is continuously in the process of construction .