5 Popular SEO Misconceptions: Fact or Fiction

As a SEO specialist, you need to know how to use search engine optimization (SEO) to improve your ranking on Google. Nowadays, many entrepreneurs often have many misconceptions about SEO.

This article will highlight some of the common misconceptions about SEO and how you can use them to take your digital marketing to the next level.

1. SEO is only about links

Search engine optimization is more than just links. Many entrepreneurs have a misconception that only buying links can help improve their ranking on search results.

Unfortunately, this is not the case. Link quality is more important than quantity. A single backlink from a high-quality website is better than hundreds of low-quality links.

2. SEO is a One-Time thing

Search engine optimization requires consistency. You should optimize pages, drive traffic, attract links, and enhance your site’s overall structure regularly.

Remember that SEO is an active process and not the end goal.

3. SEO is effective than publicity

There is more to SEO than just having a well-optimized website. Even when you are getting a decent amount of organic traffic, you need to focus on publicity as well.

People have access to countless results, and unless they know your business, it is highly likely they will pass right by you.

4. Guest blogging doesn’t work

Guest blogging is a powerful SEO tactic if you consistently create high quality content on your website.

Google rewards sites that provide useful content that help people solve their problems. Guest blogging can help publicize your blog when done correctly.

5. Content marketing replaces active SEO

Today, it is quite impossible to get customers without quality content. However, expert content marketers also need the help of SEO professionals. Producing quality content and best SEO practices go hand in hand if you want to improve your rank on the search engine. If you’re looking for a hands-on marketing services, then you need the services of Local Web Solutions. They are the best in SEO and content marketing

SEO is an integral part of any digital marketing campaign. A business should always strive to implement better SEO practices to get better ranking on the search engine.

Many Injured at Treacherous Rail Crossing: Providence and Worcester Railroad (PWX) Facing Potential Liability and National Media Exposure

The Providence and Worcester Railroad is straightforwardly answerable for the slippery stretch of street (i.e., the tracks themselves) at the Tomlinson Bridge, which we have recently given an account of here.

As indicated by ConnDOT, which has been chipping away at the issue for over a year, the Railroad won’t take or enable the state to make any important move in regards to their tracks. This in spite of the enormous number of reported accidents and wounds – incorporating a few as of late – on Forbes Avenue on the PWRR’s unused and unmaintained track. The intersection has caused many genuine wounds since opening in 2002.

Nearby residents have ensured that each minor or significant damage brought about by the tracks will be imparted to the neighborhood, local and national press just as to some of lawyers’ workplaces all through the Northeast.

These incorporate those as of late causing New Haven cops, educators at Yale University, and a few residents to fall, including one seriously breaking his leg on the track two ends of the week back.

The area, intensely reported with data about wounds at SeeClickFix, Design New Haven, and Wikipedia, among other online sites, was the focal point of an ongoing native dissent that carried light to the unsatisfactory circumstance. The New Haven Independent secured the dissent:

“This is unsatisfactory,” said Juli Stupakevich. So she and other irate and stressed cyclists Monday night straddled the hazardous rails bending roughly intersection Route One at the passage to the port only west of Waterfront Street. Following quite a while of reported mishaps at the spot because of projecting and bending tracks that topple riders, the tracks’ proprietors, Providence and Worcester Railroad, thought of a realistic reaction. It set up signs encouraging riders to descent and walk.

The City of New Haven’s financial advancement organization likewise said something, in an email message to the Independent’s columnist:

We concur that the admonition signs are not satisfactory,” Piscitelli wrote in an email message after the convention. “

A developed physical improvement is vital. As you probably are aware, this is a state street. At our solicitation ConnDOT gathered a working gathering in 2009, however there has been no follow-forward-thinking.”

Generally alluded to by natives as a “passing trap,” the area has likewise roused truly many open letters over the previous weeks from nearby promoters. The extension is assigned as the essential “prescribed cross-state” bike course by the State of Connecticut, and is additionally the city’s suggested course as a course that “associates New Haven’s neighborhoods while getting a charge out of the same number of quiet, wide, and beautiful avenues as could reasonably be expected.”

CDC Epidemiologist “Overlooks what’s really important” on Averting Traffic Deaths

Reacting to an article in the New York Times Science area this previous week, New Haven-based writer and urbanist Phil Langdon distributed the accompanying opinion piece on the New Urban Network.

Langdon contends that general wellbeing experts need to give more consideration to street structure on the off chance that they need to have any important effect on diminishing the 40,000 traffic passings every year in the United States.

Despite the fact that this point was made by an ongoing CDC report plotting strategies that will work to diminish stoutness in the United States, it evidently hasn’t separated its way down to disease transmission experts and columnists who study traffic fatalities. The article, which initially showed up here, is reproduced with authorization of the writer.

Overlooking the main issue on the most proficient method to turn away traffic passings.

Engine vehicle mishaps cost the US $99 billion every year, or generally $500 for each authorized driver, The New York Times detailed Aug. 31 in its Science Times segment.

That incorporates $17 billion in direct medicinal costs and significantly more in lost wages, profitability, and incapacity, The Times stated, crediting the figure to Rebecca B. Naumann, lead creator of an investigation by disease transmission specialists at the Centers for Disease Control and Prevention.

In a nation where the car lifestyle regularly goes unchallenged, it’s helpful to be helped to remember the ghastly toll perpetrated by engine vehicle crashes.

“Youngsters and youthful grown-ups, who speak to just 14 percent of the populace, represent right around 33% of wounds and fatalities and very nearly 33% of the costs,” reports Roni Caryn Rabin.

“Walkers and motorcyclists, who speak to 11 percent of the wounds, rack up 22 percent of all out expenses, as a result of the seriousness of their wounds,” she says, taking note of that the investigation originally showed up in the diary Traffic Injury Prevention.

In any case, what are we to think about the last section in the Times article? It states: Among the intercessions demonstrated to diminish the toll are exacting safety belt laws, greater requirement of speeding laws, teaching guardians about youngster security seats and utilizing gadgets that lock out drivers who have been drinking liquor, Ms. Naumann said. Arrangements that limit unpracticed high school drivers additionally essentially diminish crashes, she said.

The report makes no affirmation of the effect of broken structure of the country’s lanes, streets, and networks. It appears to be peculiar that a disease transmission specialist at the CDC — which as of late has indicated a solid enthusiasm for the impacts of network structure — would not bring up the pretended by roadways that for all intents and purposes welcome drivers to speed.

Arranging specialist Peter Swift and others, in an examination that was first introduced to the Congress for New Urbanism in 1997, enhanced in 2002, and intensified again in 2006, recognized a significant explanation behind genuine car crashes: Many private boulevards are excessively wide.

Subsequent to considering the conditions under which about 20,000 mishaps happened more than eight years in Longmont, Colorado, Swift and his co-creators arrived at an unambiguous resolution: “slender boulevards are more secure.”

They announced: “Clear connections are apparent between mishap recurrence and road width. The discoveries bolster the reason that smaller, supposed ‘thin’ boulevards, are more secure than standard width nearby avenues.”

In the event that you assemble smaller boulevards and furnish them with a feeling of fenced in area (by planting lines of road trees, enabling vehicles to be left in the city, and maybe carrying houses and different structures nearer to the roadway), most drivers will normally back off.

The physical condition can be luxuriously furnished with articles and measurements that outcome in less perilous accidents. In the Longmont study, the contrast between an average 36-foot-wide private road and a 24-foot-wide road was seen as “a 487 percent expansion in mishap rates.”

Speed is a basic factor in whether an individual who is hit by a vehicle will live amazing. “A passerby has a 5 percent possibility of being murdered at 20 mph,” Norman Garrick, a transportation authority at the University of Connecticut, revealed to New Urban News in an article distributed in January 2007. At 40 mph, the person on foot has “a 85 percent possibility of being murdered.”

Another vital aspect for lessening traffic wounds and passings: Give individuals chances to drive less, to some degree by growing widely associated road systems.

Todd Litman, in a recent report for the Victoria Transport Policy Institute, prescribed spreading out neighborhoods so they have a matrix like association of thin avenues with short squares, numerous T crossing points, and different gadgets that reason drivers to continue all the more gradually and that make it conceivable to go places without getting in a vehicle.

When there is a network of boulevards, individuals can arrive at goals with shorter drives — and at times they can go by bike or by walking, which is better for them in numerous regards. At the point when the boulevards are appropriately planned, the earth will be similarly sheltered.

A liberally associated, generally moderate paced flow framework is a long ways from the more regular rural act of piping traffic from parkways onto authority streets and after that onto enormous courses, expecting individuals to go long separations, at higher paces, to arrive at stores, schools, and different components of day by day life.

Garrick and individual transportation scientist Wesley Marshall dissected the realities encompassing in excess of 130,000 vehicular crashes in California urban areas and found that the networks worked since 1950 had the most exceedingly awful traffic casualty rates.

As announced in New Urban News in January 2009, the post-1950 urban areas will in general have all the more stretching, tree-like road organizes that incorporate numerous parkways and relatively few convergences.

This constrains the development of traffic through neighborhoods however powers individuals to travel longer separations, at last presenting them to higher paces and more serious threat.

A report from Europe has discovered that when normal vehicle rates drop by only 5 percent, the quantity of wounds drops by 10 percent and the quantity of fatalities falls 20 percent.

Broadly associated road systems might not have less crashes over all, yet the accidents that happen are more averse to leave somebody dead.

At last, “Hazardous by Design,” an examination discharged in November 2009 by the backing bunch Transportation for America, found that during the past 15 years in excess of 76,000 people on foot were murdered.

A large portion of the passings, 56 percent, happened on blood vessel streets — central focuses for spread, regularly consolidating significant width, high traffic rates, and few or no offices for people on foot.

It is odd that an epidemiological group at the CDC would neglect to beat the drum about these variables, and would rather stress mediations, for example, more prominent implementation of speeding laws. Does anybody truly accept that ticketing speeders will realize enduring change in how quick rush hour gridlock moves? By what method would that be able to be, when such a large number of streets are intended to encourage speeds that reason mishaps to be deadly?

The truth of the matter is, others in the CDC have turned out to be seriously mindful of the impacts of network plan on wellbeing and security. Various CDC faculty took an interest in the Congress for New Urbanism gathering in Atlanta last May, which took a gander at the associations among network and physical and emotional wellness.

The impact of network configuration on Americans’ prosperity has additionally turned into a focal point of the Robert Wood Johnson Foundation, a significant money related supporter of wellbeing activities.

Without a doubt, intercessions in network configuration may take more time to do than projects planned for implementing safety belt laws, teaching guardians about youngster wellbeing seats, or giving out speeding tickets. In contrast to authorization of speed laws, they don’t deliver a prompt restitution for government through tickets and fines.

In any case, changing the physical condition must be at the center of any battle to turn away traffic wounds and demise. Change the physical condition, and you adjust conduct — for a couple of months as well as for quite a long time to come.

To make a decision from the story in The Times, insufficient individuals in either the wellbeing fields or in news-casting know about what amount can be cultivated by more cleverly structuring America’s boulevards, streets, and networks. We have some genuine instructive work yet to do.

Speed Table and Curb Extensions Coming to Edwards Street in New Haven; Will Foster Community

East Rock neighbors are amped up for another traffic quieting framework that will be worked at the edge of Livingston and Edwards Street in New Haven.

Speed tables and check augmentations, similar to the one proposed here by the City of New Haven under its Complete Streets program, have been demonstrated worldwide to be profoundly viable at decreasing velocities, improving driver security, and expanding person on foot solace levels.

They are likewise utilized in numerous urban areas with a lot snowier atmospheres than New Haven.

The Livingston Street framework will be found only one square from Whitney Avenue, which one of the area’s chosen agents as of late called a “nearby access roadway” that adds to speeding in the territory. The local’s Community Management Team has energetically bolstered calls for increasingly dynamic traffic arranging too.

In Cambridge, Massachusetts, for instance, earlier comparative traffic quieting improvement, the 85th percentile speed on Berkshire Street was 30 mi/h, and just 41 percent of vehicles overviewed were going at or underneath the 25 mi/h speed limit.

After the enhancements, the 85th percentile speed was decreased to 21 mi/h at the vertical traffic quieting gadgets and 24 mi/h in the middle of, and 95 percent of vehicles were going at or beneath as far as possible.

Comparative outcomes have been found after the establishment of speed tables in different urban areas. The photograph appeared here is a case of a postponed crossing point with control expansions (or knock outs), taken from an online Bucknell Traffic Calming library.

Curiously, the New Haven Independent reports that neighbors solicited the City from New Haven not to repave the road as of late on the grounds that they accepted that the knotty asphalt filled in as a traffic quieting gadget.

This isn’t an irregular arrangement: in numerous urban areas and towns all through the world, nearby governments attempting to check the incredibly harmful effects of speeding traffic on neighborhood wellbeing have permitted or supported earth pathways (or uneven black-top) in the car travel paths, while clearing smooth walkways and bicycle paths for people on foot and cyclists.

The Indy article makes reference to that the new gadget won’t just check speeds, it will help assemble a feeling of network. Moreover, it seems like a portion of the neighbors have thoughts for what to work straightaway.

Straightforward Chapman, who has carried on a few entryways from the convergence for over 30 years, is profiled in the story:

A designer and previous representative leader of the City Plan Department, Chapman said he’s wholeheartedly behind the speed table. Edwards Street is about a mile long, with just two non-T convergences among State and Prospect Streets, Chapman said. “The squares are long,” and drivers exploit that to hurry up, Chapman said. “It’s a greeting for autos to go quick.”

From his front room on Edwards Street, where he and his better half have lived since 1978, Chapman called the speed table a “splendid arrangement.”

He said he and his neighbors are focused on keeping up blooms or evergreen bushes planted in the new medians. “We figure it will have an extremely beneficial outcome on easing back traffic,” he said. Next, Chapman has his eye on the convergence of Edwards and Orange Streets, where he said an indirect ought to be introduced. “I spread it out and I realize it would work.”

We trust that Chapman’s vision, which sounds like neighborhood traffic quieting end-all strategies that have been being worked on in Dwight, Westville and Fair Haven, can be acknowledged as quickly as time permits!

State Office of Legislative Research (OLR) Report on Traffic Calming Initiatives in Connecticut

You requested an update of OLR report 2005-R-0692 to examine traffic quieting activities in Connecticut that have been executed all the more as of late.

Synopsis

This update characterizes traffic quieting and distinguishes usually utilized measures. It portrays late traffic quieting activities in New Canaan, New Haven, Newtown, Stamford, Wallingford, and Windsor.

These activities incorporate;

(1) strategies for accepting and following up on solicitations from occupants and other invested individuals to receive and introduce traffic quieting measures (New Canaan and Newtown);

(2) measures to create “total boulevards” that guarantee that all transportation clients, including people on foot, bicyclists, and travel clients, can travel securely and advantageously on city lanes and walkways (New Haven);

(3) the procedure for building up a city-wide traffic quieting plan (Stamford); and

(4) the procedure utilized by two districts (Wallingford and Windsor) to address traffic worries along explicit streets in private neighborhoods. The report likewise talks about different activities in the state to advance traffic quieting.

TRAFFIC CALMING

As noted in our previous report, traffic quieting alludes to a wide scope of measures intended to lessen traffic speed, debilitate drivers from slicing through local locations, and diminish the quantity of mishaps.

These measures can incorporate physical changes to boulevards, for example, raising hindrances (fragments where the road is raised by a few creeps for a length of a few feet), knock outs (expansions of the walkway to limit the traffic paths, especially at crosswalks), and chicanes (changes in the arrangement of paths).

Different estimates influence how drivers see the roadway, e. g. , painting lines making a course for cause paths to show up smaller and planting trees or bushes along streets. Traffic quieting can likewise include instruction and speed limit requirement, programs.

The Institute of Transportation Engineers has a traffic quieting library, accessible on line at http://www.ite.org/traffic/. The library contains an accessible database of reports, articles and different records identified with traffic quieting.

City Initiatives

New Canaan

The town’s Police Commission, which fills in as the nearby traffic authority, has embraced a procedure to get demands from inhabitants and other invested individuals for the reception and establishment of traffic quieting measures. Solicitations might be presented by letter or email.

In light of such demands, the commission will look for the assessments of other town divisions and traffic designs through a Traffic Calming Working Group. The commission will utilize a report arranged by the Southwestern Regional Planning Agency (SWRPA) on the use of different traffic quieting measures and suggested benchmarks.

Traffic quieting measures must conform to the gauges and practices of the Institute of Transportation Engineers (ITE), American Association of State Highway and Transportation Officials and the Connecticut Department of Transportation.

Traffic quieting gadgets must adjust to the Manual on Uniform Traffic Control Devices just as the ITE “Rule for the Design and Application of Speed Humps. ”

Traffic quieting measures may not improperly postpone crisis reactions to flames, medicinal, or different crises.

The commission has recognized certain lanes and streets as crisis reaction courses where traffic quieting gadgets that expansion reaction times won’t be considered.

Under the methods, traffic quieting must be neighborhood driven. Inhabitants of a region proposed for establishment of traffic quieting measures must be allowed the chance to partake in the discourses prompting the usage of such proposition.

Enlightening gatherings will be held with occupants to introduce and examine individual undertakings as the commission considers fundamental.

New Haven

In October 2008, the city’s Board of Aldermen received a request to set up a guiding advisory group to build up a “total avenues” approach for the city, execute a total roads program, and propose a total lanes mandate.

In particular, the request looks to build up a total roads arrangement to guarantee that all clients of the transportation framework, including people on foot, bicyclists, and travel clients can travel securely and helpfully on city avenues and walkways.

Under the strategy, the necessities of powerless clients (kids, the old, and people with inabilities) would be given need so they can travel securely inside the open option to proceed.

Under the request, the city will build up a manual to give explicit plan rules to the development of complete avenues. The manual will incorporate structure models to (1) build up a road arrangement framework; (2) increment the security and walk capacity of city lanes through instruments that moderate vehicle speeds; (3) make high perceivability person on foot crosswalks; (4) make sheltered, associated bicycle offices for cyclists; (5) thin travel paths; and (6) address on-road leaving approaches.

Under the request, the city will:

  1. set up a procedure for incorporating network individuals in the arranging and configuration process for boulevards in their neighborhoods;
  2. offer influenced networks a chance to advocate for changes that will best serve their inclinations, including the chance to acquire contribution from scene planners and financial advancement experts;
  3. arrange instructive battles focusing on all clients of the open option to proceed on their privileges and duties, with the objective of expanding the wellbeing and consideration of the roads; and
  4. bolster the Police Department’s traffic requirement endeavors and work with it to create benchmarks for assessing and estimating progress.

The city has additionally introduced traffic quieting measures in a few neighborhoods.

For instance, it has introduced four hindrances on River Street in Fair Haven to address racing that ordinarily occurred there. It is introducing an indirect to slow north-and southbound traffic at West Park Avenue and Elm Street in Westville.

Newtown

In the spring of 2009, Newtown set up systems for the town’s Police Commission to execute a traffic quieting program.

Under these strategies, the commission may utilize measures to diminish speed, upgrade walker security, and decrease traffic preoccupation in private neighborhoods.

The methods are planned to make productive, financially savvy utilization of town assets by screening and organizing demands for traffic quieting.

On the off chance that a local solicitations traffic quieting measures, the commission will demand that the police boss or his designee look into the solicitation and decide a reasonable strategy dependent on the Police Department’s accessible assets and report these discoveries to the commission inside 60 days.

After the main reports his discoveries, he will be inquired as to whether the issue can be settled utilizing the assets that are accessible to the office.

On the off chance that the central feels that the issue can be settled inside the office’s assets, the main will be approached to actualize his arrangement for 120 days and report his discoveries to the commission.

In the wake of finishing this procedure, the commission will choose if the office has acceptably tended to the issue.

In the event that the commission chooses that the issue has been tended to appropriately, the main will be approached to screen the region, when assets are accessible, to guarantee traffic consistence in the territory of effect.

In the event that neighbors in the territory still feel that the town needs to put extra traffic quieting measures into a region, they should present a nitty gritty composed depiction of their traffic worries with the marks of in any event 20 voters living in the zone.

This appeal to demand extra traffic quieting measures must be introduced to the commission at a routinely planned gathering.

Subsequent to checking the marks and addresses, the commission must hold a consultation.

Before it prescribes introducing neighborhood traffic control gadgets or traffic quieting measures, it must demand assets for a traffic study by an expert designer to distinguish how best to address the worry for diminished speed, upgraded person on foot security, and decreased traffic preoccupation in the areas.

The investigation may think about traffic and crossing point volumes, traffic speed, and the degree of bike and walker movement, in addition to other things.