using VOR is like being a monkey, swinging from one tree to the next to the next, only the trees are the VOR stations.
one of the drawbacks of using VOR is that the range between them is not very great. the higher your altitude, the better range between stations. VOR or GPS is a necessity when flying IFR; it is also very very commonly used by VFR pilots.
you need to be especially alert when flying around VORs as well as airports looking for other aircraft.
ALL VORs have an identification system using at least a three letter morse code identifier; some will also have someone prerecorded saying "Smithville VOR", in between the morse coding. honestly, i do not know morse code after 30 years of flying, but i can look at my chart and match the coding to what i see. i feel that is good enough.

something a lot of people dont understand is that you can make the to/from flag read either way, depending on what you do with the OBS( omni bearing selector, the knob you turn). if you want to go TO the VOR, center the needle and read what the card says. in other words, turn the knob so that the needle centers. if the card read 180, then by turning your aircraft to that heading and keeping the needle sentered, you WILL end up at the VOR. if you want to track away from the VOR on a specific radial, turn the knob so the card reads what radial you wish, and teh to/from flag says FROM, and then fly to keep the needle centered and you will track outbound on that radial.

ATC uses VORs to help them keep you oriented. they always use the FROM bearing to descibe locations. to relate to them, use the OBS knob and center the needle with the to/from flag saying FROM. this helps a lot.

i hope maybe i clarified some things for you. i hope i havent confused you any more though.