Air carrier Captain reported receiving GPWS warnings while maneuvering on a visual approach with clear visibility and sufficient terrain clearance and positive control of aircraft.

Narrative

Daytime VFR flight. Approximately 15-18 minutes prior to landing; PF (Pilot Flying) briefed the Visual 24 ROA; while backing up the visual with the RNAV Y 24 approach plate. I (the PM (Pilot Monitoring)) had terrain selected on my MFD. Approximately 15 miles SW of the airport we were cleared to descend to 6;000 ft. PF and I reported ROA in sight at 10 miles SW of the airport. We were cleared by approach for the visual approach Runway 24 ROA; and to enter a left downwind and contact Tower. We contacted Tower who cleared us to land for the visual Runway 24 as we entered a long left downwind. Once cleared to land; PF and I spoke regarding the terrain and PF said he would intercept the final approach between PROSE and HIBAN. Seeing that PROSE had a crossing altitude of 4;700 ft. and the FAF HIBAN had a crossing altitude of 3;700 ft.; PF began a shallow descent down to 3;700 ft. Severe clear VFR visibility; as we had sufficient distance between us and any hills; once we reached 3;700 ft.; we received our first 'Terrain' warning; as we were crossing over the top of one of the hills. Again; we had a clear view of our flight path (with the Autopilot ON and 3;700 ft. altitude selected) and determined that we had sufficient terrain clearance as we were about to turn base leg about mid way between PROSE and HIBAN. Once past the peak of the hill; the terrain warning went away. PF turned autopilot off as he was turning from base to final; and as we were intercepting the final approach while crossing over another peak of a hill (of which we had sufficient visibility and terrain clearance) we continued on the approach even though another 'Terrain' warning sounded for a few seconds; until we crossed over the peak of the hill where it was silenced once again. We never had an aggressive descent nor did we ever put the aircraft in any compromising position. It was a textbook stabilized RNAV Final approach and landing without incident.In the future; for the visual Runway 24; backed up by the RNAV Y 24 approach; I would choose to not descend below 5000 ft. before I intercept and enter the final approach outside of PROSE.Even though we had safe daytime VFR visual terrain clearance of all terrain; and even though the RNAV Y 24 approach calls for clearance at 3;700 the GPWS did what it was supposed to do and warned us of the terrain; even though we had sufficient terrain clearance and positive control of the aircraft.