Perception of the Impacts of Urban Mobility Interventions in the Niter ó i Oceanic Region, Brazil

: In a context of expansion and densiﬁcation of cities, themes related to mobility and the improvement of the quality of life have aroused the interest of researchers and county managers. Using the case of the main urban mobility intervention in Niter ó i, the TransOce â nica Road Corridor (CVT), this work aims to identify the perception of the population a ﬀ ected by the project in relation to the occurrence of the impacts predicted in the project planning phase, as well as to identify which of these impacts most inﬂuenced the standard of living and mobility of this population. The survey results showed that the respondents’ perception of the impacts—as the change of air quality, the change of noise levels, the alteration of the local dynamics and neighborhood disturbance—did not conﬁrm the scenario envisaged when planning the project.


Introduction
Urban mobility has been a central theme for city managers and planners in the metropolitan regions, being widely cited as one of the main challenges faced by cities [1]. It is intrinsically related to urban growth, with one enhancing the other. The vast majority of cities, especially those in developing countries, have experienced rapid and intense growth, often disordered, which impacts the configuration of roads and the characteristics of traffic. The tangled growth has provoked the appearance of peripheries as a solution for the population with less purchasing power, which increases the distances to urban centers. In this context, cities are usually dependent on road transport and, mainly, on private cars, which has made the construction of road corridors one of the most important undertakings in infrastructure projects.
According to Carter and Rushton [2], the transport system can be understood from six themes: (a) people or things being moved; (b) people who facilitate the movement of people and things, that is, the workforce; (c) vehicles; (d) physical infrastructure; (e) software and data infrastructure; (f) regulatory structure. Together, they form a system that, while facilitating the movement of people and things, can cause positive or negative impacts on society and the environment.
Several studies with different approaches have been developed, aiming to evaluate infrastructure projects and, to a greater or lesser extent, consider these themes [3]. In addition to assessing economic and social sustainability, they have also considered technological safety and attractiveness for living and businesses [4], focused on the evaluation of economic efficiency and environmental and social variables-such as CO 2 emissions, per-capita use of transportation energy, death injuries, accidents, residential population exposed to outside road traffic noise [5]-focused on the project operation stage  The boroughs that make up the project's AID have predominantly residential characteristics. According to the last two censuses by the Brazilian Institute of Geography and Statistics, the growth in the new corridor's regions of influence was 6% to 8% per year, showing the highest population growth in the city. This is because these regions are the most promising in the city for economic activities related to leisure, tourism, construction and the real estate market; they are also where services and trade activities are most developed.
Many IDA residents, as well as a third of Niterói's population, work outside the county [46,47], with Rio de Janeiro being the most attractive hub. However, the connection between the AID boroughs, the Niterói central area and Rio de Janeiro and the investments in public transport has not kept pace with the accelerated growth of the Oceanic Region, making daily commuting with a private vehicle necessary.   The boroughs that make up the project's AID have predominantly residential characteristics. According to the last two censuses by the Brazilian Institute of Geography and Statistics, the growth in the new corridor's regions of influence was 6% to 8% per year, showing the highest population growth in the city. This is because these regions are the most promising in the city for economic activities related to leisure, tourism, construction and the real estate market; they are also where services and trade activities are most developed.
Many IDA residents, as well as a third of Niterói's population, work outside the county [46,47], with Rio de Janeiro being the most attractive hub. However, the connection between the AID boroughs, the Niterói central area and Rio de Janeiro and the investments in public transport has not kept pace with the accelerated growth of the Oceanic Region, making daily commuting with a private vehicle necessary. Many IDA residents, as well as a third of Niterói's population, work outside the county [46,47], with Rio de Janeiro being the most attractive hub. However, the connection between the AID boroughs, the Niterói central area and Rio de Janeiro and the investments in public transport has not kept pace with the accelerated growth of the Oceanic Region, making daily commuting with a private vehicle necessary.

Bibliographic Research
We conducted extensive bibliographic research in the databases of Web of Science, Scopus and SciELO and on the website of the leading publishers of scientific journals, using the recommendations of the Preferred Reporting Items for Systematic Reviews and Meta-Analyzes (PRISMA). Initially, Sustainability 2020, 12, 6052 6 of 18 we searched for articles published in the last ten years, aiming at the best representation of the state of the art on the subject. We used the following keywords: urban mobility, urban mobility plan, sustainable mobility and sustainable urban mobility, resulting in 4798 articles. After that, we performed an exploratory reading of titles and abstracts, aiming to identify the articles that had some evidence or information on the theme and eliminate the repeated articles. This resulted in 298 articles, which were submitted to selective reading, aiming to verify if the contribution to the research was proven, resulting in 78 articles. These articles were read in full, and 58 articles were used. Table 1 summarizes the main themes supported by these articles. Table 1. Summary of the main themes supported by the consulted literature.

Survey
To carry out the survey, we used a questionnaire (Appendix A) containing demographic questions and questions related to the impacts anticipated in the planning phase of the enterprise and the respective scenarios identified in the documents obtained in the documentary research. The questionnaire was distributed by e-mail, social networks and WhatsApp for eight weeks. Table 2 presents the impacts considered in the survey, its conceptualization and the scenario defined when planning the project.
To determine the sample size, we used Equation (1) [49]: where n = Sample size θ = Confidence level chosen, expressed as the number of standard deviations p = Percentage at which the phenomenon occurs q = Supplementary percentage (100 − p) e = Maximum allowed sample error The relationship between p and q represents the degree of homogeneity of the population. Usually, an 80/20 ratio is used for homogeneous populations and 50/50 for heterogeneous populations. To consider the most unfavorable case, we used the 50/50 ratio. We also established a 95% confidence level (two standard deviations) and a maximum allowed sample error of 10%. Due to these values, the minimum sample size must be 96, which is smaller than the one used (350). Table 2. Impacts considered in the survey, its conceptualization and the scenario defined when planning the project.

Impacts Scenarios
Changes in the standard of living of the local population: changes in the value of real estate, increase of commercial and service activities and generation of jobs and income.
Positive impact: the improvement of mobility and accessibility conditions will make the region more attractive, generating opportunities for new business and employment, as well as the appreciation of properties, especially those bordering the CVT.
Change in daily life: changes in the dynamics of the use of public space by the users and their daily routine.
Positive impact: the spatial planning provided by the CVT will make the use of spaces more accessible and improve the coexistence between drivers and cyclists; the reduction in travel times provided by improved mobility will make it possible to carry out new activities.
Change in air quality: change in the emission dynamics of air pollutants and concentration levels.
Positive impact: the emission of atmospheric pollutants will reach levels lower than the current ones, since the project's aim is the improvement in urban mobility, encouraging the population to leave their private cars at home and use public transport; with the differentiated BRT concept, the main road and the vehicles connected to the system will enter the boroughs of the Oceanic Region, reducing the need for several bus lines for the same route and the travel time to the town of Niterói and the Charitas borough.
Change in noise levels: change in the dynamics of noise generation and intensity levels.
Positive impact: reinforcing the effect of improving air quality, the levels of noise and vibration will also be positive, since they originate from the same polluting source, which is mainly the circulation of cars.
Alteration of the natural landscape: changes in vegetation cover and relief.
Negative impact: the requalification of the roads in the road corridor and the suppression of areas for the implantation of the tunnel and the construction site can bring significant changes from the local landscape's point of view; in the construction phase, the suppression of vegetation, the movement of soil for the topographical readjustment of the land and the insertion of the temporary infrastructures necessary for the implantation of the enterprise will result in irreversible changes in the local landscape; in the operation phase, the impact in question will occur through the insertion of permanent infrastructures.
Alteration of the local dynamics and neighborhood disturbance: alterations caused by the attraction of new residents and commercial and service enterprises, and modification of the local dynamics of movement of people and vehicles.
Negative impact: the ease of access and improvements in mobility conditions will cause an increase in the flow of people seeking or crossing the region, which will change the local dynamics of the movement of people and vehicles, impacting the local population.
Change in mobility in the region: changes in the dynamics and intensity of traffic and in the offer of public transport.
Positive impact: the CVT will have exclusive bus lanes, with connections to the city and intercity bus networks that will operate within the new infrastructure. It will improve the connection between the area under study and the city of Rio de Janeiro through the integration of the CVT with the Waterway Terminal of Charitas.
Changes in the urban landscape: changes in the landscape as a result of the topographic readjustment of the land and the insertion of the elements that make up the permanent infrastructure, including those regarding its functionality.
Positive impact: the roads through which the system will pass, the adjacent roads and those that will receive the flow of vehicles that will use the tunnel will be revitalized; there will be pavement on the roads to facilitate drainage, bike paths to encourage non-motorized travel, the improvement of existing sidewalks respecting accessibility standards and the elimination of surface parking on the main road to prioritize non-motorized travel in the area.
Changes in population safety: changes in traffic accident rates.
Negative impact: there may be an increase in accidents due to the increased circulation of vehicles, the new morphology of roads and the encouragement of non-motorized transport, on foot and bicycles; enterprise users will have to get used to new traffic rules and space sharing with multiple users. It should be noted that circulation in the tunnel may also cause accidents with serious consequences for users. Tables 3 and 4 summarize the data used in the analyses. Variables P1 to P4 refer to demographic issues, variable Xo refers to the frequency of use of the CVT and variables X1 to X18 refer to the impacts foreseen in the project's planning phase. Variables X1 to X9 identify the occurrence of a certain impact (yes/no) and variables X10 to X18 identify whether the impact is positive or negative. Change in air quality: change in the emission dynamics of air pollutants and concentration levels.

Data Analysis
Change in noise levels: change in the dynamics of noise generation and intensity levels.
Alteration of the natural landscape: changes in vegetation cover and relief. X 5 X 14 Alteration of the local dynamics and neighborhood disturbance: alterations caused by the attraction of new residents and commercial and service enterprises, and modification of the local dynamics of movement of people and vehicles.
Change in mobility in the region: changes in the dynamics and intensity of traffic and in the offer of public transport.
Changes in the urban landscape: changes in the landscape as a result of the topographic readjustment of the land and the insertion of the elements that make up the permanent infrastructure, including those regarding its functionality.
Changes in population safety: changes in traffic accident rates. X 9 X 18 To assess the reliability of the data collection instrument and the interviewees, we used Cronbach's alpha [38,41,50,51]. For the data analysis, we initially confronted each of the impacts forecast for the CVT with the respondents' perception of the occurrence of these impacts, aiming mainly to draw conclusions about possible disagreements. Then, in order to assess which impacts most influenced the standard of living and mobility in the region affected by the CVT, we used the classification tree technique using the Classification and Regression Trees (CART) algorithm [52,53], made available by the RPART package of R software [54]. Through this technique, we analyzed two models: Model 1, considering X 1~X0 + X 2 + X 3 + . . . +X 9 to reveal which variables are most important in assessing changes in living standards, considering mainly the real estate valuation, increased commercial and service activities and generation of employment and income; and Model 2, considering X 7~X0 + X 1 + . . . + X 6 + X 8 + X 9 to reveal which variables are most important in assessing changes in mobility in the region, considering mainly the generation of traffic on internal roads and the pressure on public transport.

Results and Discussion
The survey was applied to residents of the 32 neighborhoods affected by the project, which together have an area of 165 km 2 and 266,077 inhabitants. 350 people answered the survey, including users and residents, whose sample included surveyed respondents from 38 different neighborhoods of Niterói, out of a total of 52-with residents of Icaraí (17%), Itaipu (16%), Piratininga (10%), Camboinhas (7%), Cafubá (5%), Santa Rosa (4%) and Maria Paula (3%), while a small parcel was located in the north and east Zone of the city's Ocean Region (51%).
We initially calculated the Cronbach's alpha, whose value, equal to 0.7, was considered adequate. The survey has shown that 97.4% of the interviewed used the CVT, either sporadically (50%) or frequently (47.4%), and a minority of 2.6% had never used the CVT. Among those who used the tunnel often, the majority (80%) were residents of the Oceanic region Table 5 and Figure 3 summarize the survey results about the perception of the occurrence of impacts. Among the impacts presented in the survey, the most perceived ones were the alteration in the region's microclimate (95.,1%), the change in mobility in the region (91.1%), the change in the standard of living of the local population (88.9%), the alteration of the local dynamics (87.4%) and the change in the urban scenery (87.4%). All of these were viewed positively by the majority. The less perceived impacts refer to changes in air quality (60.0%), changes in noise levels (62.9%) and changes in population safety, the last three seen negatively by the majority. Among the perceived impacts, those that were evaluated as the most positive were: increase of noise levels (75%), change in population safety (71%), change of air quality (71%), native scenery change (46%) and change in the urban scenery (33%).   When comparing the survey result with the scenario foreseen for CVT impacts at the time of the project planning (Table 6), it is possible to notice that the surveyed people did not confirm the scenario foreseen for the impacts of the change of air quality, change of noise levels and alteration of the local dynamics and disturbance of neighborhood. When comparing the survey result with the scenario foreseen for CVT impacts at the time of the project planning (Table 6), it is possible to notice that the surveyed people did not confirm the scenario foreseen for the impacts of the change of air quality, change of noise levels and alteration of the local dynamics and disturbance of neighborhood. In summary, this research compares different perceptions: those that are translated into scenarios by the EIA and those that are translated into evaluation by the respondents. Regarding the results of the EIA, there is a debate about their effectiveness due to their being somewhat generalized. Besides, although it is noticeable that road projects, while providing economic benefits and improving the quality of life, also produce negative impacts on the local population [55], the reach, dimension, and nature of these impacts is influenced by the perceptions of this population [17]. It is this context of possible generalizations in the results of the EIA, associated with the degree of the population's capacity to perceive the impacts, that favors the occurrence of disparities between the predicted scenarios and the perception of their occurrence.
Regarding territorial dynamics, the initial expectation was that the CVT would provide greater accessibility to the Oceanic Region, enhancing the transformation of land use due to the increased demand for homes and commercial and service establishments, which was confirmed by the survey results. The literature about land use transformation also shows that development interventions, such as road projects, influence land use patterns and usually increase the values properties [55,56]. There was also an expectation of improving the urban landscape through aesthetic interventions and the reformulation of the circulation routes, making them more beautiful, safer and more comfortable, which was confirmed by the survey results. The improvement of the urban landscape is greatly influenced by the urban space management policies practiced by the municipalities. In the current municipal management, responsible for the implantation of the CVT, it has been possible to perceive the attention given to the visual and technical aspects of urban interventions in a context presented by Meurs [13], in which roads and landscapes are more combined than adapted.
Concerning socioeconomic dynamics, the initial expectation was that the spatial planning provided by the CVT would make the use of spaces more accessible, improve the coexistence between drivers and cyclists and free up time to carry out new activities, due to the reduction in travel times provided by the improved mobility. The survey results expressed people's satisfaction with the occurrence of this expectation. The use and compatibility of alternative means of transport and the improvement of the sustainability of urban spaces have been recurrent themes in the discussions on the improvement of the mobility and sustainability of cities [4,57], that have led highway projects to consider these aspects.
There was also an expectation that the increase in the flow of people seeking or crossing the region would modify the local dynamics of movement of people and vehicles, negatively When comparing the survey result with the scenario foreseen for CVT impacts at the time of the project planning (Table 6), it is possible to notice that the surveyed people did not confirm the scenario foreseen for the impacts of the change of air quality, change of noise levels and alteration of the local dynamics and disturbance of neighborhood. In summary, this research compares different perceptions: those that are translated into scenarios by the EIA and those that are translated into evaluation by the respondents. Regarding the results of the EIA, there is a debate about their effectiveness due to their being somewhat generalized. Besides, although it is noticeable that road projects, while providing economic benefits and improving the quality of life, also produce negative impacts on the local population [55], the reach, dimension, and nature of these impacts is influenced by the perceptions of this population [17]. It is this context of possible generalizations in the results of the EIA, associated with the degree of the population's capacity to perceive the impacts, that favors the occurrence of disparities between the predicted scenarios and the perception of their occurrence.
Regarding territorial dynamics, the initial expectation was that the CVT would provide greater accessibility to the Oceanic Region, enhancing the transformation of land use due to the increased demand for homes and commercial and service establishments, which was confirmed by the survey results. The literature about land use transformation also shows that development interventions, such as road projects, influence land use patterns and usually increase the values properties [55,56]. There was also an expectation of improving the urban landscape through aesthetic interventions and the reformulation of the circulation routes, making them more beautiful, safer and more comfortable, which was confirmed by the survey results. The improvement of the urban landscape is greatly influenced by the urban space management policies practiced by the municipalities. In the current municipal management, responsible for the implantation of the CVT, it has been possible to perceive the attention given to the visual and technical aspects of urban interventions in a context presented by Meurs [13], in which roads and landscapes are more combined than adapted.
Concerning socioeconomic dynamics, the initial expectation was that the spatial planning provided by the CVT would make the use of spaces more accessible, improve the coexistence between drivers and cyclists and free up time to carry out new activities, due to the reduction in travel times provided by the improved mobility. The survey results expressed people's satisfaction with the occurrence of this expectation. The use and compatibility of alternative means of transport and the improvement of the sustainability of urban spaces have been recurrent themes in the discussions on the improvement of the mobility and sustainability of cities [4,57], that have led highway projects to consider these aspects.
There was also an expectation that the increase in the flow of people seeking or crossing the region would modify the local dynamics of movement of people and vehicles, negatively When comparing the survey result with the scenario foreseen for CVT impacts at the time of the project planning (Table 6), it is possible to notice that the surveyed people did not confirm the scenario foreseen for the impacts of the change of air quality, change of noise levels and alteration of the local dynamics and disturbance of neighborhood. In summary, this research compares different perceptions: those that are translated into scenarios by the EIA and those that are translated into evaluation by the respondents. Regarding the results of the EIA, there is a debate about their effectiveness due to their being somewhat generalized. Besides, although it is noticeable that road projects, while providing economic benefits and improving the quality of life, also produce negative impacts on the local population [55], the reach, dimension, and nature of these impacts is influenced by the perceptions of this population [17]. It is this context of possible generalizations in the results of the EIA, associated with the degree of the population's capacity to perceive the impacts, that favors the occurrence of disparities between the predicted scenarios and the perception of their occurrence.
Regarding territorial dynamics, the initial expectation was that the CVT would provide greater accessibility to the Oceanic Region, enhancing the transformation of land use due to the increased demand for homes and commercial and service establishments, which was confirmed by the survey results. The literature about land use transformation also shows that development interventions, such as road projects, influence land use patterns and usually increase the values properties [55,56]. There was also an expectation of improving the urban landscape through aesthetic interventions and the reformulation of the circulation routes, making them more beautiful, safer and more comfortable, which was confirmed by the survey results. The improvement of the urban landscape is greatly influenced by the urban space management policies practiced by the municipalities. In the current municipal management, responsible for the implantation of the CVT, it has been possible to perceive the attention given to the visual and technical aspects of urban interventions in a context presented by Meurs [13], in which roads and landscapes are more combined than adapted.
Concerning socioeconomic dynamics, the initial expectation was that the spatial planning provided by the CVT would make the use of spaces more accessible, improve the coexistence between drivers and cyclists and free up time to carry out new activities, due to the reduction in travel times provided by the improved mobility. The survey results expressed people's satisfaction with the occurrence of this expectation. The use and compatibility of alternative means of transport and the improvement of the sustainability of urban spaces have been recurrent themes in the discussions on the improvement of the mobility and sustainability of cities [4,57], that have led highway projects to consider these aspects.
There was also an expectation that the increase in the flow of people seeking or crossing the When comparing the survey result with the scenario foreseen for CVT impacts at the time of the project planning (Table 6), it is possible to notice that the surveyed people did not confirm the scenario foreseen for the impacts of the change of air quality, change of noise levels and alteration of the local dynamics and disturbance of neighborhood. In summary, this research compares different perceptions: those that are translated into scenarios by the EIA and those that are translated into evaluation by the respondents. Regarding the results of the EIA, there is a debate about their effectiveness due to their being somewhat generalized. Besides, although it is noticeable that road projects, while providing economic benefits and improving the quality of life, also produce negative impacts on the local population [55], the reach, dimension, and nature of these impacts is influenced by the perceptions of this population [17]. It is this context of possible generalizations in the results of the EIA, associated with the degree of the population's capacity to perceive the impacts, that favors the occurrence of disparities between the predicted scenarios and the perception of their occurrence.
Regarding territorial dynamics, the initial expectation was that the CVT would provide greater accessibility to the Oceanic Region, enhancing the transformation of land use due to the increased demand for homes and commercial and service establishments, which was confirmed by the survey results. The literature about land use transformation also shows that development interventions, such as road projects, influence land use patterns and usually increase the values properties [55,56]. There was also an expectation of improving the urban landscape through aesthetic interventions and the reformulation of the circulation routes, making them more beautiful, safer and more comfortable, which was confirmed by the survey results. The improvement of the urban landscape is greatly influenced by the urban space management policies practiced by the municipalities. In the current municipal management, responsible for the implantation of the CVT, it has been possible to perceive the attention given to the visual and technical aspects of urban interventions in a context presented by Meurs [13], in which roads and landscapes are more combined than adapted.
Concerning socioeconomic dynamics, the initial expectation was that the spatial planning provided by the CVT would make the use of spaces more accessible, improve the coexistence between drivers and cyclists and free up time to carry out new activities, due to the reduction in travel times provided by the improved mobility. The survey results expressed people's satisfaction with the occurrence of this expectation. The use and compatibility of alternative means of transport and the improvement of the sustainability of urban spaces have been recurrent themes in the discussions on the improvement of the mobility and sustainability of cities [4,57], that have led highway projects to consider these aspects.
There was also an expectation that the increase in the flow of people seeking or crossing the When comparing the survey result with the scenario foreseen for CVT impacts at the time of the project planning (Table 6), it is possible to notice that the surveyed people did not confirm the scenario foreseen for the impacts of the change of air quality, change of noise levels and alteration of the local dynamics and disturbance of neighborhood. In summary, this research compares different perceptions: those that are translated into scenarios by the EIA and those that are translated into evaluation by the respondents. Regarding the results of the EIA, there is a debate about their effectiveness due to their being somewhat generalized. Besides, although it is noticeable that road projects, while providing economic benefits and improving the quality of life, also produce negative impacts on the local population [55], the reach, dimension, and nature of these impacts is influenced by the perceptions of this population [17]. It is this context of possible generalizations in the results of the EIA, associated with the degree of the population's capacity to perceive the impacts, that favors the occurrence of disparities between the predicted scenarios and the perception of their occurrence.
Regarding territorial dynamics, the initial expectation was that the CVT would provide greater accessibility to the Oceanic Region, enhancing the transformation of land use due to the increased demand for homes and commercial and service establishments, which was confirmed by the survey results. The literature about land use transformation also shows that development interventions, such as road projects, influence land use patterns and usually increase the values properties [55,56]. There was also an expectation of improving the urban landscape through aesthetic interventions and the reformulation of the circulation routes, making them more beautiful, safer and more comfortable, which was confirmed by the survey results. The improvement of the urban landscape is greatly influenced by the urban space management policies practiced by the municipalities. In the current municipal management, responsible for the implantation of the CVT, it has been possible to perceive the attention given to the visual and technical aspects of urban interventions in a context presented by Meurs [13], in which roads and landscapes are more combined than adapted.
Concerning socioeconomic dynamics, the initial expectation was that the spatial planning provided by the CVT would make the use of spaces more accessible, improve the coexistence between drivers and cyclists and free up time to carry out new activities, due to the reduction in travel times provided by the improved mobility. The survey results expressed people's satisfaction with the occurrence of this expectation. The use and compatibility of alternative means of transport and the improvement of the sustainability of urban spaces have been recurrent themes in the discussions on the improvement of the mobility and sustainability of cities [4,57], that have led highway projects to consider these aspects.
There was also an expectation that the increase in the flow of people seeking or crossing the region would modify the local dynamics of movement of people and vehicles, negatively  (Table 6), it is possible to notice that the s scenario foreseen for the impacts of the change of air quality, of the local dynamics and disturbance of neighborhood. In summary, this research compares different percepti scenarios by the EIA and those that are translated into evalua the results of the EIA, there is a debate about their effectiv generalized. Besides, although it is noticeable that road project and improving the quality of life, also produce negative impa reach, dimension, and nature of these impacts is influenced b [17]. It is this context of possible generalizations in the results o of the population's capacity to perceive the impacts, that f between the predicted scenarios and the perception of their occ Regarding territorial dynamics, the initial expectation was accessibility to the Oceanic Region, enhancing the transformat demand for homes and commercial and service establishments results. The literature about land use transformation also sho such as road projects, influence land use patterns and usually i There was also an expectation of improving the urban landsc and the reformulation of the circulation routes, making the comfortable, which was confirmed by the survey results. The i is greatly influenced by the urban space management policies p current municipal management, responsible for the implantatio perceive the attention given to the visual and technical aspect presented by Meurs [13], in which roads and landscapes are mo Concerning socioeconomic dynamics, the initial expecta provided by the CVT would make the use of spaces more between drivers and cyclists and free up time to carry out ne travel times provided by the improved mobility. The survey re with the occurrence of this expectation. The use and compatibi and the improvement of the sustainability of urban spaces discussions on the improvement of the mobility and sustain highway projects to consider these aspects.
There was also an expectation that the increase in the flo region would modify the local dynamics of movement o influencing the local population. Several roads that would be u were in predominantly residential areas, with reduced the traf When comparing the survey result with the scenario foreseen for CVT impacts at the time of the project planning (Table 6), it is possible to notice that the surveyed people did not confirm the scenario foreseen for the impacts of the change of air quality, change of noise levels and alteration of the local dynamics and disturbance of neighborhood. In summary, this research compares different perceptions: those that are translated into scenarios by the EIA and those that are translated into evaluation by the respondents. Regarding the results of the EIA, there is a debate about their effectiveness due to their being somewhat generalized. Besides, although it is noticeable that road projects, while providing economic benefits and improving the quality of life, also produce negative impacts on the local population [55], the reach, dimension, and nature of these impacts is influenced by the perceptions of this population [17]. It is this context of possible generalizations in the results of the EIA, associated with the degree of the population's capacity to perceive the impacts, that favors the occurrence of disparities between the predicted scenarios and the perception of their occurrence.
Regarding territorial dynamics, the initial expectation was that the CVT would provide greater accessibility to the Oceanic Region, enhancing the transformation of land use due to the increased demand for homes and commercial and service establishments, which was confirmed by the survey results. The literature about land use transformation also shows that development interventions, such as road projects, influence land use patterns and usually increase the values properties [55,56]. There was also an expectation of improving the urban landscape through aesthetic interventions and the reformulation of the circulation routes, making them more beautiful, safer and more comfortable, which was confirmed by the survey results. The improvement of the urban landscape is greatly influenced by the urban space management policies practiced by the municipalities. In the current municipal management, responsible for the implantation of the CVT, it has been possible to perceive the attention given to the visual and technical aspects of urban interventions in a context presented by Meurs [13], in which roads and landscapes are more combined than adapted.
Concerning socioeconomic dynamics, the initial expectation was that the spatial planning provided by the CVT would make the use of spaces more accessible, improve the coexistence between drivers and cyclists and free up time to carry out new activities, due to the reduction in travel times provided by the improved mobility. The survey results expressed people's satisfaction with the occurrence of this expectation. The use and compatibility of alternative means of transport and the improvement of the sustainability of urban spaces have been recurrent themes in the discussions on the improvement of the mobility and sustainability of cities [4,57], that have led highway projects to consider these aspects.
There was also an expectation that the increase in the flow of people seeking or crossing the When comparing the survey result with the scenario fore the project planning (Table 6), it is possible to notice that the s scenario foreseen for the impacts of the change of air quality, of the local dynamics and disturbance of neighborhood. Change of air quality X4: Change of noise levels X5: Change in the natural landscape X6: Alteration of the local dynamics and disturbance of neighborhoo X7: Change in mobility in the region X8: Change in the urban landscape X9: Change in population safety The survey results: confirmed the predicted scenario; did  or  Positive  or  Negative.
In summary, this research compares different percepti scenarios by the EIA and those that are translated into evalua the results of the EIA, there is a debate about their effectiv generalized. Besides, although it is noticeable that road project and improving the quality of life, also produce negative impa reach, dimension, and nature of these impacts is influenced b [17]. It is this context of possible generalizations in the results o of the population's capacity to perceive the impacts, that f between the predicted scenarios and the perception of their occ Regarding territorial dynamics, the initial expectation was accessibility to the Oceanic Region, enhancing the transformat demand for homes and commercial and service establishments results. The literature about land use transformation also sho such as road projects, influence land use patterns and usually i There was also an expectation of improving the urban landsc and the reformulation of the circulation routes, making the comfortable, which was confirmed by the survey results. The i is greatly influenced by the urban space management policies p current municipal management, responsible for the implantatio perceive the attention given to the visual and technical aspect presented by Meurs [13], in which roads and landscapes are mo Concerning socioeconomic dynamics, the initial expecta provided by the CVT would make the use of spaces more between drivers and cyclists and free up time to carry out ne travel times provided by the improved mobility. The survey re with the occurrence of this expectation. The use and compatibi and the improvement of the sustainability of urban spaces discussions on the improvement of the mobility and sustain highway projects to consider these aspects.
There was also an expectation that the increase in the flo region would modify the local dynamics of movement o influencing the local population. Several roads that would be u were in predominantly residential areas, with reduced the traf When comparing the survey result with the scenario foreseen for CVT impacts the project planning (Table 6), it is possible to notice that the surveyed people did n scenario foreseen for the impacts of the change of air quality, change of noise levels of the local dynamics and disturbance of neighborhood. In summary, this research compares different perceptions: those that are t scenarios by the EIA and those that are translated into evaluation by the responde the results of the EIA, there is a debate about their effectiveness due to their be generalized. Besides, although it is noticeable that road projects, while providing eco and improving the quality of life, also produce negative impacts on the local popu reach, dimension, and nature of these impacts is influenced by the perceptions of t [17]. It is this context of possible generalizations in the results of the EIA, associated w of the population's capacity to perceive the impacts, that favors the occurrence between the predicted scenarios and the perception of their occurrence.
Regarding territorial dynamics, the initial expectation was that the CVT would p accessibility to the Oceanic Region, enhancing the transformation of land use due to demand for homes and commercial and service establishments, which was confirmed results. The literature about land use transformation also shows that development such as road projects, influence land use patterns and usually increase the values pro There was also an expectation of improving the urban landscape through aesthetic and the reformulation of the circulation routes, making them more beautiful, sa comfortable, which was confirmed by the survey results. The improvement of the ur is greatly influenced by the urban space management policies practiced by the munic current municipal management, responsible for the implantation of the CVT, it has b perceive the attention given to the visual and technical aspects of urban interventio presented by Meurs [13], in which roads and landscapes are more combined than ada Concerning socioeconomic dynamics, the initial expectation was that the sp provided by the CVT would make the use of spaces more accessible, improve t between drivers and cyclists and free up time to carry out new activities, due to th travel times provided by the improved mobility. The survey results expressed peopl with the occurrence of this expectation. The use and compatibility of alternative mea and the improvement of the sustainability of urban spaces have been recurrent discussions on the improvement of the mobility and sustainability of cities [4,57], highway projects to consider these aspects.
There was also an expectation that the increase in the flow of people seeking o region would modify the local dynamics of movement of people and vehicl influencing the local population. Several roads that would be used for the implantat were in predominantly residential areas, with reduced the traffic of vehicles and ped When comparing the survey result with the scenario foreseen for CVT impacts at the time of the project planning (Table 6), it is possible to notice that the surveyed people did not confirm the scenario foreseen for the impacts of the change of air quality, change of noise levels and alteration of the local dynamics and disturbance of neighborhood. In summary, this research compares different perceptions: those that are translated into scenarios by the EIA and those that are translated into evaluation by the respondents. Regarding the results of the EIA, there is a debate about their effectiveness due to their being somewhat generalized. Besides, although it is noticeable that road projects, while providing economic benefits and improving the quality of life, also produce negative impacts on the local population [55], the reach, dimension, and nature of these impacts is influenced by the perceptions of this population [17]. It is this context of possible generalizations in the results of the EIA, associated with the degree of the population's capacity to perceive the impacts, that favors the occurrence of disparities between the predicted scenarios and the perception of their occurrence.
Regarding territorial dynamics, the initial expectation was that the CVT would provide greater accessibility to the Oceanic Region, enhancing the transformation of land use due to the increased demand for homes and commercial and service establishments, which was confirmed by the survey results. The literature about land use transformation also shows that development interventions, such as road projects, influence land use patterns and usually increase the values properties [55,56]. There was also an expectation of improving the urban landscape through aesthetic interventions and the reformulation of the circulation routes, making them more beautiful, safer and more comfortable, which was confirmed by the survey results. The improvement of the urban landscape is greatly influenced by the urban space management policies practiced by the municipalities. In the current municipal management, responsible for the implantation of the CVT, it has been possible to perceive the attention given to the visual and technical aspects of urban interventions in a context presented by Meurs [13], in which roads and landscapes are more combined than adapted.
Concerning socioeconomic dynamics, the initial expectation was that the spatial planning provided by the CVT would make the use of spaces more accessible, improve the coexistence between drivers and cyclists and free up time to carry out new activities, due to the reduction in travel times provided by the improved mobility. The survey results expressed people's satisfaction with the occurrence of this expectation. The use and compatibility of alternative means of transport and the improvement of the sustainability of urban spaces have been recurrent themes in the discussions on the improvement of the mobility and sustainability of cities [4,57], that have led highway projects to consider these aspects. When comparing the survey result with the scenario foreseen for CVT impacts the project planning (Table 6), it is possible to notice that the surveyed people did n scenario foreseen for the impacts of the change of air quality, change of noise levels of the local dynamics and disturbance of neighborhood. In summary, this research compares different perceptions: those that are t scenarios by the EIA and those that are translated into evaluation by the responde the results of the EIA, there is a debate about their effectiveness due to their be generalized. Besides, although it is noticeable that road projects, while providing eco and improving the quality of life, also produce negative impacts on the local popu reach, dimension, and nature of these impacts is influenced by the perceptions of t [17]. It is this context of possible generalizations in the results of the EIA, associated w of the population's capacity to perceive the impacts, that favors the occurrence between the predicted scenarios and the perception of their occurrence.
Regarding territorial dynamics, the initial expectation was that the CVT would p accessibility to the Oceanic Region, enhancing the transformation of land use due to demand for homes and commercial and service establishments, which was confirmed results. The literature about land use transformation also shows that development such as road projects, influence land use patterns and usually increase the values pro There was also an expectation of improving the urban landscape through aesthetic and the reformulation of the circulation routes, making them more beautiful, sa comfortable, which was confirmed by the survey results. The improvement of the ur is greatly influenced by the urban space management policies practiced by the munic current municipal management, responsible for the implantation of the CVT, it has b perceive the attention given to the visual and technical aspects of urban interventio presented by Meurs [13], in which roads and landscapes are more combined than ada Concerning socioeconomic dynamics, the initial expectation was that the sp provided by the CVT would make the use of spaces more accessible, improve t between drivers and cyclists and free up time to carry out new activities, due to th travel times provided by the improved mobility. The survey results expressed peopl with the occurrence of this expectation. The use and compatibility of alternative mea and the improvement of the sustainability of urban spaces have been recurrent discussions on the improvement of the mobility and sustainability of cities [4,57], highway projects to consider these aspects.
There was also an expectation that the increase in the flow of people seeking o region would modify the local dynamics of movement of people and vehicl influencing the local population. Several roads that would be used for the implantat were in predominantly residential areas, with reduced the traffic of vehicles and ped When comparing the survey result with the scenario foreseen for CVT impacts at the time of the project planning (Table 6), it is possible to notice that the surveyed people did not confirm the scenario foreseen for the impacts of the change of air quality, change of noise levels and alteration of the local dynamics and disturbance of neighborhood. In summary, this research compares different perceptions: those that are translated into scenarios by the EIA and those that are translated into evaluation by the respondents. Regarding the results of the EIA, there is a debate about their effectiveness due to their being somewhat generalized. Besides, although it is noticeable that road projects, while providing economic benefits and improving the quality of life, also produce negative impacts on the local population [55], the reach, dimension, and nature of these impacts is influenced by the perceptions of this population [17]. It is this context of possible generalizations in the results of the EIA, associated with the degree of the population's capacity to perceive the impacts, that favors the occurrence of disparities between the predicted scenarios and the perception of their occurrence.
Regarding territorial dynamics, the initial expectation was that the CVT would provide greater accessibility to the Oceanic Region, enhancing the transformation of land use due to the increased demand for homes and commercial and service establishments, which was confirmed by the survey results. The literature about land use transformation also shows that development interventions, such as road projects, influence land use patterns and usually increase the values properties [55,56]. There was also an expectation of improving the urban landscape through aesthetic interventions and the reformulation of the circulation routes, making them more beautiful, safer and more comfortable, which was confirmed by the survey results. The improvement of the urban landscape is greatly influenced by the urban space management policies practiced by the municipalities. In the current municipal management, responsible for the implantation of the CVT, it has been possible to perceive the attention given to the visual and technical aspects of urban interventions in a context presented by Meurs [13], in which roads and landscapes are more combined than adapted.
Concerning socioeconomic dynamics, the initial expectation was that the spatial planning provided by the CVT would make the use of spaces more accessible, improve the coexistence between drivers and cyclists and free up time to carry out new activities, due to the reduction in travel times provided by the improved mobility. The survey results expressed people's satisfaction with the occurrence of this expectation. The use and compatibility of alternative means of transport and the improvement of the sustainability of urban spaces have been recurrent themes in the discussions on the improvement of the mobility and sustainability of cities [4,57], that have led When comparing the survey result with the scenario foreseen for CVT impacts at the time of the project planning (Table 6), it is possible to notice that the surveyed people did not confirm the scenario foreseen for the impacts of the change of air quality, change of noise levels and alteration of the local dynamics and disturbance of neighborhood. In summary, this research compares different perceptions: those that are translated into scenarios by the EIA and those that are translated into evaluation by the respondents. Regarding the results of the EIA, there is a debate about their effectiveness due to their being somewhat generalized. Besides, although it is noticeable that road projects, while providing economic benefits and improving the quality of life, also produce negative impacts on the local population [55], the reach, dimension, and nature of these impacts is influenced by the perceptions of this population [17]. It is this context of possible generalizations in the results of the EIA, associated with the degree of the population's capacity to perceive the impacts, that favors the occurrence of disparities between the predicted scenarios and the perception of their occurrence.
Regarding territorial dynamics, the initial expectation was that the CVT would provide greater accessibility to the Oceanic Region, enhancing the transformation of land use due to the increased demand for homes and commercial and service establishments, which was confirmed by the survey results. The literature about land use transformation also shows that development interventions, such as road projects, influence land use patterns and usually increase the values properties [55,56]. There was also an expectation of improving the urban landscape through aesthetic interventions and the reformulation of the circulation routes, making them more beautiful, safer and more comfortable, which was confirmed by the survey results. The improvement of the urban landscape is greatly influenced by the urban space management policies practiced by the municipalities. In the current municipal management, responsible for the implantation of the CVT, it has been possible to perceive the attention given to the visual and technical aspects of urban interventions in a context presented by Meurs [13], in which roads and landscapes are more combined than adapted.
Concerning socioeconomic dynamics, the initial expectation was that the spatial planning provided by the CVT would make the use of spaces more accessible, improve the coexistence between drivers and cyclists and free up time to carry out new activities, due to the reduction in travel times provided by the improved mobility. The survey results expressed people's satisfaction When comparing the survey result with the scenario foreseen for CVT impacts at the time of the project planning (Table 6), it is possible to notice that the surveyed people did not confirm the scenario foreseen for the impacts of the change of air quality, change of noise levels and alteration of the local dynamics and disturbance of neighborhood. In summary, this research compares different perceptions: those that are translated into scenarios by the EIA and those that are translated into evaluation by the respondents. Regarding the results of the EIA, there is a debate about their effectiveness due to their being somewhat generalized. Besides, although it is noticeable that road projects, while providing economic benefits and improving the quality of life, also produce negative impacts on the local population [55], the reach, dimension, and nature of these impacts is influenced by the perceptions of this population [17]. It is this context of possible generalizations in the results of the EIA, associated with the degree of the population's capacity to perceive the impacts, that favors the occurrence of disparities between the predicted scenarios and the perception of their occurrence.
Regarding territorial dynamics, the initial expectation was that the CVT would provide greater accessibility to the Oceanic Region, enhancing the transformation of land use due to the increased demand for homes and commercial and service establishments, which was confirmed by the survey results. The literature about land use transformation also shows that development interventions, such as road projects, influence land use patterns and usually increase the values properties [55,56]. There was also an expectation of improving the urban landscape through aesthetic interventions and the reformulation of the circulation routes, making them more beautiful, safer and more comfortable, which was confirmed by the survey results. The improvement of the urban landscape is greatly influenced by the urban space management policies practiced by the municipalities. In the current municipal management, responsible for the implantation of the CVT, it has been possible to perceive the attention given to the visual and technical aspects of urban interventions in a context presented by Meurs [13], in which roads and landscapes are more combined than adapted.
Concerning socioeconomic dynamics, the initial expectation was that the spatial planning provided by the CVT would make the use of spaces more accessible, improve the coexistence between drivers and cyclists and free up time to carry out new activities, due to the reduction in travel times provided by the improved mobility. The survey results expressed people's satisfaction When comparing the survey result with the scenario foreseen for CVT impacts at the time of the project planning (Table 6), it is possible to notice that the surveyed people did not confirm the scenario foreseen for the impacts of the change of air quality, change of noise levels and alteration of the local dynamics and disturbance of neighborhood. In summary, this research compares different perceptions: those that are translated into scenarios by the EIA and those that are translated into evaluation by the respondents. Regarding the results of the EIA, there is a debate about their effectiveness due to their being somewhat generalized. Besides, although it is noticeable that road projects, while providing economic benefits and improving the quality of life, also produce negative impacts on the local population [55], the reach, dimension, and nature of these impacts is influenced by the perceptions of this population [17]. It is this context of possible generalizations in the results of the EIA, associated with the degree of the population's capacity to perceive the impacts, that favors the occurrence of disparities between the predicted scenarios and the perception of their occurrence.
Regarding territorial dynamics, the initial expectation was that the CVT would provide greater accessibility to the Oceanic Region, enhancing the transformation of land use due to the increased demand for homes and commercial and service establishments, which was confirmed by the survey results. The literature about land use transformation also shows that development interventions, such as road projects, influence land use patterns and usually increase the values properties [55,56]. There was also an expectation of improving the urban landscape through aesthetic interventions and the reformulation of the circulation routes, making them more beautiful, safer and more comfortable, which was confirmed by the survey results. The improvement of the urban landscape is greatly influenced by the urban space management policies practiced by the municipalities. In the current municipal management, responsible for the implantation of the CVT, it has been possible to perceive the attention given to the visual and technical aspects of urban interventions in a context presented by Meurs [13], in which roads and landscapes are more combined than adapted.
Concerning socioeconomic dynamics, the initial expectation was that the spatial planning provided by the CVT would make the use of spaces more accessible, improve the coexistence between drivers and cyclists and free up time to carry out new activities, due to the reduction in When comparing the survey result with the scenario foreseen for CVT impacts at the time of the project planning (Table 6), it is possible to notice that the surveyed people did not confirm the scenario foreseen for the impacts of the change of air quality, change of noise levels and alteration of the local dynamics and disturbance of neighborhood. In summary, this research compares different perceptions: those that are translated into scenarios by the EIA and those that are translated into evaluation by the respondents. Regarding the results of the EIA, there is a debate about their effectiveness due to their being somewhat generalized. Besides, although it is noticeable that road projects, while providing economic benefits and improving the quality of life, also produce negative impacts on the local population [55], the reach, dimension, and nature of these impacts is influenced by the perceptions of this population [17]. It is this context of possible generalizations in the results of the EIA, associated with the degree of the population's capacity to perceive the impacts, that favors the occurrence of disparities between the predicted scenarios and the perception of their occurrence.
Regarding territorial dynamics, the initial expectation was that the CVT would provide greater accessibility to the Oceanic Region, enhancing the transformation of land use due to the increased demand for homes and commercial and service establishments, which was confirmed by the survey results. The literature about land use transformation also shows that development interventions, such as road projects, influence land use patterns and usually increase the values properties [55,56]. There was also an expectation of improving the urban landscape through aesthetic interventions and the reformulation of the circulation routes, making them more beautiful, safer and more comfortable, which was confirmed by the survey results. The improvement of the urban landscape is greatly influenced by the urban space management policies practiced by the municipalities. In the current municipal management, responsible for the implantation of the CVT, it has been possible to perceive the attention given to the visual and technical aspects of urban interventions in a context presented by Meurs [13], in which roads and landscapes are more combined than adapted.
Concerning socioeconomic dynamics, the initial expectation was that the spatial planning provided by the CVT would make the use of spaces more accessible, improve the coexistence between drivers and cyclists and free up time to carry out new activities, due to the reduction in  (Table 6), it is possible to notice that the surveyed people d scenario foreseen for the impacts of the change of air quality, change of noise le of the local dynamics and disturbance of neighborhood. In summary, this research compares different perceptions: those that scenarios by the EIA and those that are translated into evaluation by the respo the results of the EIA, there is a debate about their effectiveness due to the generalized. Besides, although it is noticeable that road projects, while providing and improving the quality of life, also produce negative impacts on the local p reach, dimension, and nature of these impacts is influenced by the perceptions [17]. It is this context of possible generalizations in the results of the EIA, associa of the population's capacity to perceive the impacts, that favors the occurr between the predicted scenarios and the perception of their occurrence.
Regarding territorial dynamics, the initial expectation was that the CVT wo accessibility to the Oceanic Region, enhancing the transformation of land use d demand for homes and commercial and service establishments, which was confi results. The literature about land use transformation also shows that developm such as road projects, influence land use patterns and usually increase the value There was also an expectation of improving the urban landscape through aes and the reformulation of the circulation routes, making them more beautifu comfortable, which was confirmed by the survey results. The improvement of t is greatly influenced by the urban space management policies practiced by the m current municipal management, responsible for the implantation of the CVT, it h perceive the attention given to the visual and technical aspects of urban interve presented by Meurs [13], in which roads and landscapes are more combined than Concerning socioeconomic dynamics, the initial expectation was that th provided by the CVT would make the use of spaces more accessible, impro between drivers and cyclists and free up time to carry out new activities, due travel times provided by the improved mobility. The survey results expressed p with the occurrence of this expectation. The use and compatibility of alternative and the improvement of the sustainability of urban spaces have been recur discussions on the improvement of the mobility and sustainability of cities [4 highway projects to consider these aspects.
There was also an expectation that the increase in the flow of people seek region would modify the local dynamics of movement of people and v influencing the local population. Several roads that would be used for the impla were in predominantly residential areas, with reduced the traffic of vehicles and  (Table 6), it is possible to notice that scenario foreseen for the impacts of the change of air qua of the local dynamics and disturbance of neighborhood. In summary, this research compares different per scenarios by the EIA and those that are translated into ev the results of the EIA, there is a debate about their eff generalized. Besides, although it is noticeable that road pr and improving the quality of life, also produce negative reach, dimension, and nature of these impacts is influenc [17]. It is this context of possible generalizations in the resu of the population's capacity to perceive the impacts, th between the predicted scenarios and the perception of thei Regarding territorial dynamics, the initial expectation accessibility to the Oceanic Region, enhancing the transfo demand for homes and commercial and service establishm results. The literature about land use transformation also such as road projects, influence land use patterns and usua There was also an expectation of improving the urban la and the reformulation of the circulation routes, making comfortable, which was confirmed by the survey results. T is greatly influenced by the urban space management polic current municipal management, responsible for the implan perceive the attention given to the visual and technical as presented by Meurs [13], in which roads and landscapes ar Concerning socioeconomic dynamics, the initial ex provided by the CVT would make the use of spaces m between drivers and cyclists and free up time to carry ou travel times provided by the improved mobility. The surv with the occurrence of this expectation. The use and comp and the improvement of the sustainability of urban spa discussions on the improvement of the mobility and sus highway projects to consider these aspects.
There was also an expectation that the increase in th region would modify the local dynamics of moveme influencing the local population. Several roads that would were in predominantly residential areas, with reduced the When comparing the survey result with the scenario foreseen for CVT impacts at the time of the project planning (Table 6), it is possible to notice that the surveyed people did not confirm the scenario foreseen for the impacts of the change of air quality, change of noise levels and alteration of the local dynamics and disturbance of neighborhood. Table 6. Comparison between the scenario foreseen for CVT impacts and the research results. The survey results: confirmed the predicted scenario; did not confirm the predicted scenario.  or  Positive  or  Negative.

Questions
In summary, this research compares different perceptions: those that are translated into scenarios by the EIA and those that are translated into evaluation by the respondents. Regarding the results of the EIA, there is a debate about their effectiveness due to their being somewhat generalized. Besides, although it is noticeable that road projects, while providing economic benefits and improving the quality of life, also produce negative impacts on the local population [55], the reach, dimension, and nature of these impacts is influenced by the perceptions of this population [17]. It is this context of possible generalizations in the results of the EIA, associated with the degree of the population's capacity to perceive the impacts, that favors the occurrence of disparities between the predicted scenarios and the perception of their occurrence.
Regarding territorial dynamics, the initial expectation was that the CVT would provide greater accessibility to the Oceanic Region, enhancing the transformation of land use due to the increased demand for homes and commercial and service establishments, which was confirmed by the survey results. The literature about land use transformation also shows that development interventions, such as road projects, influence land use patterns and usually increase the values properties [55,56]. There was also an expectation of improving the urban landscape through aesthetic interventions and the reformulation of the circulation routes, making them more beautiful, safer and more comfortable, which was confirmed by the survey results. The improvement of the urban landscape is greatly influenced by the urban space management policies practiced by the municipalities. In the current municipal management, responsible for the implantation of the CVT, it has been possible to perceive the attention given to the visual and technical aspects of urban interventions in a context presented by Meurs [13], in which roads and landscapes are more combined than adapted.
Concerning socioeconomic dynamics, the initial expectation was that the spatial planning provided by the CVT would make the use of spaces more accessible, improve the coexistence between drivers and cyclists and free up time to carry out new activities, due to the reduction in travel times provided by the improved mobility. The survey results expressed people's satisfaction with the occurrence of this expectation. The use and compatibility of alternative means of transport and the improvement of the sustainability of urban spaces have been recurrent themes in the discussions on the improvement of the mobility and sustainability of cities [4,57], that have led When comparing the survey result with the scenario foreseen for CVT impacts at the time of the project planning (Table 6), it is possible to notice that the surveyed people did not confirm the scenario foreseen for the impacts of the change of air quality, change of noise levels and alteration of the local dynamics and disturbance of neighborhood. Table 6. Comparison between the scenario foreseen for CVT impacts and the research results. The survey results: confirmed the predicted scenario; did not confirm the predicted scenario.  or  Positive  or  Negative.

Questions
In summary, this research compares different perceptions: those that are translated into scenarios by the EIA and those that are translated into evaluation by the respondents. Regarding the results of the EIA, there is a debate about their effectiveness due to their being somewhat generalized. Besides, although it is noticeable that road projects, while providing economic benefits and improving the quality of life, also produce negative impacts on the local population [55], the reach, dimension, and nature of these impacts is influenced by the perceptions of this population [17]. It is this context of possible generalizations in the results of the EIA, associated with the degree of the population's capacity to perceive the impacts, that favors the occurrence of disparities between the predicted scenarios and the perception of their occurrence.
Regarding territorial dynamics, the initial expectation was that the CVT would provide greater accessibility to the Oceanic Region, enhancing the transformation of land use due to the increased demand for homes and commercial and service establishments, which was confirmed by the survey results. The literature about land use transformation also shows that development interventions, such as road projects, influence land use patterns and usually increase the values properties [55,56]. There was also an expectation of improving the urban landscape through aesthetic interventions and the reformulation of the circulation routes, making them more beautiful, safer and more comfortable, which was confirmed by the survey results. The improvement of the urban landscape is greatly influenced by the urban space management policies practiced by the municipalities. In the current municipal management, responsible for the implantation of the CVT, it has been possible to perceive the attention given to the visual and technical aspects of urban interventions in a context presented by Meurs [13], in which roads and landscapes are more combined than adapted.
Concerning socioeconomic dynamics, the initial expectation was that the spatial planning provided by the CVT would make the use of spaces more accessible, improve the coexistence between drivers and cyclists and free up time to carry out new activities, due to the reduction in travel times provided by the improved mobility. The survey results expressed people's satisfaction with the occurrence of this expectation. The use and compatibility of alternative means of transport and the improvement of the sustainability of urban spaces have been recurrent themes in the discussions on the improvement of the mobility and sustainability of cities [4,57], that have led highway projects to consider these aspects. did not confirm the predicted scenario. When comparing the survey result with the scenario foreseen for CVT impacts at the time of the project planning (Table 6), it is possible to notice that the surveyed people did not confirm the scenario foreseen for the impacts of the change of air quality, change of noise levels and alteration of the local dynamics and disturbance of neighborhood. In summary, this research compares different perceptions: those that are translated into scenarios by the EIA and those that are translated into evaluation by the respondents. Regarding the results of the EIA, there is a debate about their effectiveness due to their being somewhat generalized. Besides, although it is noticeable that road projects, while providing economic benefits and improving the quality of life, also produce negative impacts on the local population [55], the reach, dimension, and nature of these impacts is influenced by the perceptions of this population [17]. It is this context of possible generalizations in the results of the EIA, associated with the degree of the population's capacity to perceive the impacts, that favors the occurrence of disparities between the predicted scenarios and the perception of their occurrence.
Regarding territorial dynamics, the initial expectation was that the CVT would provide greater accessibility to the Oceanic Region, enhancing the transformation of land use due to the increased demand for homes and commercial and service establishments, which was confirmed by the survey results. The literature about land use transformation also shows that development interventions, such as road projects, influence land use patterns and usually increase the values properties [55,56]. There was also an expectation of improving the urban landscape through aesthetic interventions and the reformulation of the circulation routes, making them more beautiful, safer and more comfortable, which was confirmed by the survey results. The improvement of the urban landscape is greatly influenced by the urban space management policies practiced by the municipalities. In the current municipal management, responsible for the implantation of the CVT, it has been possible to perceive the attention given to the visual and technical aspects of urban interventions in a context presented by Meurs [13], in which roads and landscapes are more combined than adapted.
Concerning socioeconomic dynamics, the initial expectation was that the spatial planning provided by the CVT would make the use of spaces more accessible, improve the coexistence between drivers and cyclists and free up time to carry out new activities, due to the reduction in When comparing the survey result with the scenario foreseen for CVT impacts at the time of the project planning (Table 6), it is possible to notice that the surveyed people did not confirm the scenario foreseen for the impacts of the change of air quality, change of noise levels and alteration of the local dynamics and disturbance of neighborhood. In summary, this research compares different perceptions: those that are translated into scenarios by the EIA and those that are translated into evaluation by the respondents. Regarding the results of the EIA, there is a debate about their effectiveness due to their being somewhat generalized. Besides, although it is noticeable that road projects, while providing economic benefits and improving the quality of life, also produce negative impacts on the local population [55], the reach, dimension, and nature of these impacts is influenced by the perceptions of this population [17]. It is this context of possible generalizations in the results of the EIA, associated with the degree of the population's capacity to perceive the impacts, that favors the occurrence of disparities between the predicted scenarios and the perception of their occurrence.
Regarding territorial dynamics, the initial expectation was that the CVT would provide greater accessibility to the Oceanic Region, enhancing the transformation of land use due to the increased demand for homes and commercial and service establishments, which was confirmed by the survey results. The literature about land use transformation also shows that development interventions, such as road projects, influence land use patterns and usually increase the values properties [55,56]. There was also an expectation of improving the urban landscape through aesthetic interventions and the reformulation of the circulation routes, making them more beautiful, safer and more comfortable, which was confirmed by the survey results. The improvement of the urban landscape is greatly influenced by the urban space management policies practiced by the municipalities. In the current municipal management, responsible for the implantation of the CVT, it has been possible to perceive the attention given to the visual and technical aspects of urban interventions in a context presented by Meurs [13], in which roads and landscapes are more combined than adapted.
Concerning socioeconomic dynamics, the initial expectation was that the spatial planning provided by the CVT would make the use of spaces more accessible, improve the coexistence between drivers and cyclists and free up time to carry out new activities, due to the reduction in travel times provided by the improved mobility. The survey results expressed people's satisfaction with the occurrence of this expectation. The use and compatibility of alternative means of transport When comparing the survey result with the scenario foreseen for CVT impacts at the time of the project planning (Table 6), it is possible to notice that the surveyed people did not confirm the scenario foreseen for the impacts of the change of air quality, change of noise levels and alteration of the local dynamics and disturbance of neighborhood. In summary, this research compares different perceptions: those that are translated into scenarios by the EIA and those that are translated into evaluation by the respondents. Regarding the results of the EIA, there is a debate about their effectiveness due to their being somewhat generalized. Besides, although it is noticeable that road projects, while providing economic benefits and improving the quality of life, also produce negative impacts on the local population [55], the reach, dimension, and nature of these impacts is influenced by the perceptions of this population [17]. It is this context of possible generalizations in the results of the EIA, associated with the degree of the population's capacity to perceive the impacts, that favors the occurrence of disparities between the predicted scenarios and the perception of their occurrence.
Regarding territorial dynamics, the initial expectation was that the CVT would provide greater accessibility to the Oceanic Region, enhancing the transformation of land use due to the increased demand for homes and commercial and service establishments, which was confirmed by the survey results. The literature about land use transformation also shows that development interventions, such as road projects, influence land use patterns and usually increase the values properties [55,56]. There was also an expectation of improving the urban landscape through aesthetic interventions and the reformulation of the circulation routes, making them more beautiful, safer and more comfortable, which was confirmed by the survey results. The improvement of the urban landscape is greatly influenced by the urban space management policies practiced by the municipalities. In the current municipal management, responsible for the implantation of the CVT, it has been possible to perceive the attention given to the visual and technical aspects of urban interventions in a context presented by Meurs [13], in which roads and landscapes are more combined than adapted.
Concerning socioeconomic dynamics, the initial expectation was that the spatial planning provided by the CVT would make the use of spaces more accessible, improve the coexistence between drivers and cyclists and free up time to carry out new activities, due to the reduction in travel times provided by the improved mobility. The survey results expressed people's satisfaction with the occurrence of this expectation. The use and compatibility of alternative means of transport and the improvement of the sustainability of urban spaces have been recurrent themes in the discussions on the improvement of the mobility and sustainability of cities [4,57], that have led highway projects to consider these aspects.
There was also an expectation that the increase in the flow of people seeking or crossing the region would modify the local dynamics of movement of people and vehicles, negatively influencing the local population. Several roads that would be used for the implantation of the CVT When comparing the survey result with the scenario foreseen for CVT impacts at the time of the project planning (Table 6), it is possible to notice that the surveyed people did not confirm the scenario foreseen for the impacts of the change of air quality, change of noise levels and alteration of the local dynamics and disturbance of neighborhood. In summary, this research compares different perceptions: those that are translated into scenarios by the EIA and those that are translated into evaluation by the respondents. Regarding the results of the EIA, there is a debate about their effectiveness due to their being somewhat generalized. Besides, although it is noticeable that road projects, while providing economic benefits and improving the quality of life, also produce negative impacts on the local population [55], the reach, dimension, and nature of these impacts is influenced by the perceptions of this population [17]. It is this context of possible generalizations in the results of the EIA, associated with the degree of the population's capacity to perceive the impacts, that favors the occurrence of disparities between the predicted scenarios and the perception of their occurrence.
Regarding territorial dynamics, the initial expectation was that the CVT would provide greater accessibility to the Oceanic Region, enhancing the transformation of land use due to the increased demand for homes and commercial and service establishments, which was confirmed by the survey results. The literature about land use transformation also shows that development interventions, such as road projects, influence land use patterns and usually increase the values properties [55,56]. There was also an expectation of improving the urban landscape through aesthetic interventions and the reformulation of the circulation routes, making them more beautiful, safer and more comfortable, which was confirmed by the survey results. The improvement of the urban landscape is greatly influenced by the urban space management policies practiced by the municipalities. In the current municipal management, responsible for the implantation of the CVT, it has been possible to perceive the attention given to the visual and technical aspects of urban interventions in a context presented by Meurs [13], in which roads and landscapes are more combined than adapted.
Concerning socioeconomic dynamics, the initial expectation was that the spatial planning provided by the CVT would make the use of spaces more accessible, improve the coexistence between drivers and cyclists and free up time to carry out new activities, due to the reduction in travel times provided by the improved mobility. The survey results expressed people's satisfaction with the occurrence of this expectation. The use and compatibility of alternative means of transport and the improvement of the sustainability of urban spaces have been recurrent themes in the discussions on the improvement of the mobility and sustainability of cities [4,57], that have led highway projects to consider these aspects.
There was also an expectation that the increase in the flow of people seeking or crossing the region would modify the local dynamics of movement of people and vehicles, negatively influencing the local population. Several roads that would be used for the implantation of the CVT Negative.
In summary, this research compares different perceptions: those that are translated into scenarios by the EIA and those that are translated into evaluation by the respondents. Regarding the results of the EIA, there is a debate about their effectiveness due to their being somewhat generalized. Besides, although it is noticeable that road projects, while providing economic benefits and improving the quality of life, also produce negative impacts on the local population [55], the reach, dimension, and nature of these impacts is influenced by the perceptions of this population [17]. It is this context of possible generalizations in the results of the EIA, associated with the degree of the population's capacity to perceive the impacts, that favors the occurrence of disparities between the predicted scenarios and the perception of their occurrence.
Regarding territorial dynamics, the initial expectation was that the CVT would provide greater accessibility to the Oceanic Region, enhancing the transformation of land use due to the increased demand for homes and commercial and service establishments, which was confirmed by the survey results. The literature about land use transformation also shows that development interventions, such as road projects, influence land use patterns and usually increase the values properties [55,56]. There was also an expectation of improving the urban landscape through aesthetic interventions and the reformulation of the circulation routes, making them more beautiful, safer and more comfortable, which was confirmed by the survey results. The improvement of the urban landscape is greatly influenced by the urban space management policies practiced by the municipalities. In the current municipal management, responsible for the implantation of the CVT, it has been possible to perceive the attention given to the visual and technical aspects of urban interventions in a context presented by Meurs [13], in which roads and landscapes are more combined than adapted.
Concerning socioeconomic dynamics, the initial expectation was that the spatial planning provided by the CVT would make the use of spaces more accessible, improve the coexistence between drivers and cyclists and free up time to carry out new activities, due to the reduction in travel times provided by the improved mobility. The survey results expressed people's satisfaction with the occurrence of this expectation. The use and compatibility of alternative means of transport and the improvement of the sustainability of urban spaces have been recurrent themes in the discussions on the improvement of the mobility and sustainability of cities [4,57], that have led highway projects to consider these aspects.
There was also an expectation that the increase in the flow of people seeking or crossing the region would modify the local dynamics of movement of people and vehicles, negatively influencing the local population. Several roads that would be used for the implantation of the CVT were in predominantly residential areas, with reduced the traffic of vehicles and pedestrians, some of them without pavement. Moreover, the mainly residential character meant that the circulation of people in the area was not intense, which caused the scenario regarding the change in the local dynamics of the movement of people and vehicles to be evaluated as having a negative impact. However, the changes caused by this dynamic were considered positive by the survey. We consider that two factors may have contributed to this result: the first concerns the increase in the feeling of security in a region with increasing crime rates, since the busiest streets contain criminal activity; the second is that several internal streets were paved, solving a chronic problem that the dwellers faced on rainy days.
Another expectation was that improved mobility would make the region more attractive, generating opportunities for new business and employment, as well as the appreciation of real estate, especially regarding properties bordering the CVT. The survey results expressed the interviewees' satisfaction regarding the occurrence of this expectation. Increasing the attractiveness of a region encourages the opening of new businesses and the improvement of the existing trade and leisure infrastructure [55], providing new jobs and better consumption alternatives.
Concerning the dynamics of urban circulation, the initial expectation was that the improvement of mobility due to the creation of a new route for the inhabitants of the Oceanic Region would reduce the travel distance to the main modes of transport and the congestion caused by joining the flow of vehicles from the Oceanic Region with the other flows that converged on Largo da Batalha. In addition, the CVT would contain exclusive bus lanes, with connections to the city and intercity bus networks operating within the new infrastructure, improving the connection between the area under study and the city of Rio de Janeiro through the integration of the CVT with the Terminal Waterway of Charitas. The survey results expressed the interviewees' satisfaction with the occurrence of this expectation. There was also an expectation of an increase in the number of accidents due to the increased circulation of vehicles, the new morphology of roads and the encouragement of non-motorized transport, on foot and bicycles. The survey results confirmed this expectation. The literature points out that an increase in the flow of vehicles and the alteration of the characteristics of the roads increase the number of accidents [55,58]. In addition, traffic rules were changed in the CVT, and the sharing of space between multiple users, in addition to enhancing the occurrence of accidents, must also have increased the feeling of insecurity.
Regarding the effects on the environment, the initial expectation was that the CVT would improve air quality by avoiding the emission of more than a thousand tons of carbon, due to the reduced flow of vehicles and traffic jams. For the same reason, there was also an expectation of a reduction in noise pollution. Several researchers associate road projects with increased air and noise pollution. Road traffic contributes 25% of the global averages of urban PM10 concentration in countries like Brazil [24] and accounts for almost 67% of noise pollution, causing dissatisfaction in residential areas [29,30]. The survey results did not confirm the predicted scenario, going against the literature. Some factors may have influenced the judgment: the suppression of vegetation may affect the propagation of sound and lead to higher air pollution, due to the association between vegetation and pollution reduction; the morphology and elements of the infrastructure may also be producing unforeseen consequences; and near the portal of the new tunnel there may be specific problems, such as reverberation. With regard to the natural landscape, the expectation was that the suppression of vegetation, mainly for the implantation of the tunnel and the construction site, and the topographical readjustment of the land would negatively influence the perception of the population. However, according to the research results, this did not occur.
The comparative analysis between the scenario and the respondents' perception can contribute significantly to the success of similar projects in the future. In Brazil, the premises considered for the construction of scenarios during the process of assessing the impacts of the project take effect when the Environmental Impact Study and the Environmental Impact Report developed for the project's environmental licensing process are developed. Normally, to identify these premises, the main focus has been to try to understand the aspects regarding what is tangible (data from the region, population, etc.), which is understandable. However, it is essential to give due importance to the information present in the existing literature.
Although the survey results were more convergent with the researched literature than the predicted scenarios, this difference does not mean that mistakes were made regarding the execution of the procedures established by the Brazilian legislation to carry out these studies, but mainly that the teams must consider other social participation mechanisms that make it possible to more accurately identify needs and expectations. Although the participation of society is promoted through a public consultation published by notice, the teams must consider other mechanisms of social engagement, such as the use of social networks. Moreover, we believe that Brazilian legislation needs to be more emphatic in this regard.
Regarding the identification of which variables most influenced the level of life and mobility, Model 1 (Figure 4) revealed that among the ten variables considered in the analysis, three were selected as the main variables related to changes in the level of life, seen positively by 83.5% of respondents ( Table 2). The related variables refer to the perception of changes in local dynamics, the frequent use of the tunnel and the alteration of the landscape. The interval of 95% confidence for Model 1's accuracy ranges from 84% to 98%. Among those who perceive changes in local dynamics, there is a probability of 93% that they will see changes in the standard of living and 7% that they will not be aware of them. Among those who did not notice changes in the local dynamics, but who use the CVT, there is often a probability of 73% that they will perceive changes in the standard of living, against a 27% probability that they will not see such changes. Among those who do not observe differences in local dynamics or use CVT frequently, but observe changes in the landscape, there is a 60% probability that they will perceive changes in the standard of living against a 40% probability that they will not. People who do not recognize changes in the local dynamics or landscape and do not use CVT frequently are 67% likely not to see changes in the standard of living, compared to a probability of 33% that they will notice them.
Model 2 ( Figure 5) revealed that among the 10 variables considered in the analysis, three were selected as the main variables related to changes in urban mobility in the Niterói region, viewed positively by 67.4% of respondents ( Table 2). The related variables refer to the perception of changes in local dynamics, the frequent use of the CVT and changes in air quality. The 95% confidence interval for Model 2's accuracy ranges from 79% to 95%. Among those who perceive changes in local dynamics, there is a probability of 95% that they will observe changes in urban mobility and a 5% probability that they will not be aware of them. Among those who did not notice changes in local dynamics, but who use the CVT, there is often a probability of 88% that they will perceive changes in urban mobility versus a probability of 12% that they will not. Among those who do not perceive changes in local dynamics or use the CVT frequently, but perceive changes in air quality, there is a probability of 86% that they will perceive changes in urban mobility, against a probability of 14% that they will not notice them. People who do not see changes in local dynamics or air quality and do not use CVT frequently are 57% likely to miss changes in urban mobility, versus a probability of 43% that they will not. Sustainability 2019, 11, x; doi: FOR PEER REVIEW www.mdpi.com/journal/sustainability living, against a 27% probability that they will not see such changes. Among those who do not observe differences in local dynamics or use CVT frequently, but observe changes in the landscape, there is a 60% probability that they will perceive changes in the standard of living against a 40% probability that they will not. People who do not recognize changes in the local dynamics or landscape and do not use CVT frequently are 67% likely not to see changes in the standard of living, compared to a probability of 33% that they will notice them. Model 2 ( Figure 5) revealed that among the 10 variables considered in the analysis, three were selected as the main variables related to changes in urban mobility in the Niterói region, viewed positively by 67.4% of respondents ( Table 2). The related variables refer to the perception of  changes in local dynamics, the frequent use of the CVT and changes in air quality. The 95% confidence interval for Model 2's accuracy ranges from 79% to 95%. Among those who perceive changes in local dynamics, there is a probability of 95% that they will observe changes in urban mobility and a 5% probability that they will not be aware of them. Among those who did not notice changes in local dynamics, but who use the CVT, there is often a probability of 88% that they will perceive changes in urban mobility versus a probability of 12% that they will not. Among those who do not perceive changes in local dynamics or use the CVT frequently, but perceive changes in air quality, there is a probability of 86% that they will perceive changes in urban mobility, against a probability of 14% that they will not notice them. People who do not see changes in local dynamics or air quality and do not use CVT frequently are 57% likely to miss changes in urban mobility, versus a probability of 43% that they will not. Models 1 and 2 reveal that the main variable that is positively related to the change in the standard of living and urban mobility in the region is the change in the local dynamics regarding the attraction of new residents, new commercial and service enterprises and more significant movement and flow of people. The change in this local dynamic was seen as positive by 72.4% of the region's residents ( Table 2).

Conclusions
In this work, we identified the perceptions of the population directly affected by the CVT in relation to the occurrence of the impacts predicted in the initial phase of the project's operation, as well as which of these impacts most influenced the standard of living and mobility of this population.
The research showed that the positive scenarios foreseen by the environmental studies could already be perceived according to the assessment of the residents of the area directly affected. However, some of the expected impacts are perceived in a way that is contrary to the evaluations expected when planning the project-such as, for example, the change in air quality and the changes in noise levels, which, for most of the interviewed, were perceived negatively.  Models 1 and 2 reveal that the main variable that is positively related to the change in the standard of living and urban mobility in the region is the change in the local dynamics regarding the attraction of new residents, new commercial and service enterprises and more significant movement and flow of people. The change in this local dynamic was seen as positive by 72.4% of the region's residents ( Table 2).

Conclusions
In this work, we identified the perceptions of the population directly affected by the CVT in relation to the occurrence of the impacts predicted in the initial phase of the project's operation, as well as which of these impacts most influenced the standard of living and mobility of this population.
The research showed that the positive scenarios foreseen by the environmental studies could already be perceived according to the assessment of the residents of the area directly affected. However, some of the expected impacts are perceived in a way that is contrary to the evaluations expected when planning the project-such as, for example, the change in air quality and the changes in noise levels, which, for most of the interviewed, were perceived negatively.
The model obtained by the classification tree technique identified the main variables involved in the perception of changes in the standard of living of the citizens who circulate in the Oceanic region of Niterói, who must be taken into account for the definition of public policies. It also showed that there is a probability that 67.4% of citizens will positively perceive the impact on mobility. This perception is mainly related to changes in local dynamics, air quality and the frequent use of the CVT.
We can conclude that, except for the effects of the project on air quality and noise levels, the CVT is well evaluated by residents and regulars in the area, contributing to the improvement of mobility and quality of life of those who live in, and attend, the Oceanic Region of Niterói.
This work has the characteristic limitation of studies that use the literature to support information and discussions, which is the risk that some relevant contribution has not been considered in the careful bibliographic research carried out. There is also a limitation often faced by qualitative studies that use a sample to draw conclusions about the population: the sample size. Although the sample used is statistically representative, we had difficulties in increasing the number of respondents willing to participate in the research.
As a result of this work, we suggest that a data survey be carried out, whose sample allows for a stratification by residents, workers in local commerce and users of local commerce.

7.
Do you think that the implementation of the CVT generated significant changes (positive and/or negative impacts) in the region? YES ( ) NO ( ). If YES, these changes were: POSITIVE ( ) or NEGATIVE ( ) 8.
Do you think the CVT has improved traffic in the region? YES ( ) NO ( ). If YES, these changes were: POSITIVE ( ) or NEGATIVE ( ) 9.
Do you think that the implementation of the CVT generated significant changes (positive and/or negative impacts) in your daily life? YES ( ) NO ( ). If YES, these changes were: POSITIVE ( ) or NEGATIVE ( ) 10. Did the possible impacts, mentioned below, generate effects for the region under discussion?