From Farm to Market: Prioritizing Infrastructure for Agricultural Development.

The Philippines faces a farm-to-market road backlog of around 60,000 kilometers — equivalent to six decades of construction at the current pace. That gap directly affects how much farmers earn, how much consumers pay for food, and how much post-harvest produce is lost before reaching a market. The Department of Agriculture (DA) is now pushing for a legislative and institutional overhaul to close it, asking Congress to pass the Farm-to-Market Roads Development and Equity Act while preparing to take over road-building responsibilities from the Department of Public Works and Highways (DPWH) starting 2026.

The DA’s push comes as the government moves to streamline infrastructure project approvals in the Philippines, with farm-to-market roads (FMRs) placed at the center of a broader plan to cut logistics costs, reduce food prices, and raise farmer incomes. Agriculture Secretary Francisco Tiu Laurel Jr. has described FMRs as the backbone of food security, and the proposed legislation aims to institutionalize a six-year rolling masterplan, a National FMR Dashboard for real-time monitoring, and a coordination framework that ties together the Bureau of Agricultural and Fisheries Engineering (BAFE), DPWH, and local government units (LGUs).

What the Proposed Law and Masterplan Prioritize

These priorities align with the economic impact seen in new power plants in rural areas, where infrastructure investment directly unlocks productivity. The masterplan also coordinates with the Army Corps of Engineers to speed up construction in remote and conflict-affected areas, where private contractors may be unwilling or unable to operate.

Context That Changes the Answer

Not all FMR projects face the same conditions. The scale of the backlog — estimates range from 36,000 kilometers (per the BusinessMirror) to 60,000 kilometers — reflects decades of underinvestment, but the quality of past projects has also been uneven. Audits of nearly 1,000 kilometers inspected from over 4,000 kilometers built in recent years flagged irregularities in some segments, which the DA has said may warrant further investigation by the Ombudsman and the Independent Commission on Infrastructure. The DPWH is separately facing investigation over alleged widespread corruption in infrastructure programs, particularly flood control projects worth as much as P1 trillion.

Another factor is the transition of responsibility. Starting 2026, the DA will take over FMR development from the DPWH, a move that aims to bring agricultural expertise directly into road planning. But the transition also carries risks — the DA must build its own capacity to manage large-scale infrastructure projects, and the catch-up plan for 2025, which targets 1,000 kilometers, will serve as the blueprint for the new system. The World Bank-funded Philippine Rural Development Program (PRDP) Scale-Up, which already adheres to stringent World Bank standards, provides a template for how projects should be prepared and implemented. LGUs that can meet those standards will be in a stronger position to secure funding.

Like the push for energy access in rural communities, farm-to-market roads require sustained investment and institutional discipline. The difference is that FMRs have a more direct and immediate link to food prices — better roads mean fewer post-harvest losses, lower transport costs, and higher incomes for farmers, which in turn can reduce consumer prices.

Complications, Exceptions, and Fine Print

Irregularities in Past Projects

The DA inspected nearly 1,000 kilometers of FMRs built in recent years out of over 4,000 kilometers completed. A few segments had irregularities that could lead to complaints. The DA has said these may warrant investigation by the Ombudsman and the Independent Commission on Infrastructure. The DPWH, which currently handles FMR construction, is under separate investigation for alleged corruption in flood control projects worth up to P1 trillion. This context matters because the DA is set to take over FMR development in 2026 — the cleanup of past problems will inevitably affect the pace of new projects.

Remote and Conflict-Affected Areas

The same geographic isolation that hampers internet connectivity in rural Philippines also challenges road construction. The DA plans to work with the Army Corps of Engineers to build FMRs in geographically isolated and disadvantaged areas (GIDAs), including upland barangays and island municipalities. These areas are often the most in need of roads but also the most expensive and difficult to reach. The law proposes that at least 30% of FMR funds be earmarked for high-poverty rural areas, but execution will depend on local capacity and security conditions.

Meeting World Bank Standards

The PRDP Scale-Up, funded by the World Bank, is described by Agriculture Secretary Tiu Laurel as one of the government’s most demanding foreign-assisted programs due to its stringent standards. He called on LGUs to prepare projects that meet these standards to accelerate future approvals. The World Bank has expressed interest in expanding support once the government delivers results. This creates a dynamic where LGUs with strong project preparation capacity will be able to access more funding, while those that need roads the most may struggle to qualify.

What to Do With This

For Local Government Units: Prepare Projects That Meet World Bank Standards

LGUs that want to secure FMR funding under the PRDP Scale-Up or future programs should start preparing projects that meet the World Bank’s requirements. The DA has indicated that the PRDP approach will serve as a model for the broader FMR program. Key steps: conduct feasibility studies, ensure environmental and social safeguards are in place, coordinate with BAFE and the Regional Development Councils, and align with the commodity zones and growth corridors identified in the masterplan. The DA has also said that LGUs should work with the Army Corps of Engineers for remote areas, so early engagement with the military’s engineering units may speed up implementation.

• 1
  Identify Priority Areas

  Match your municipality’s agricultural production zones with the national priority list: high-poverty areas, commodity zones, fisheries development areas, livestock clusters, or GIDAs.

• 2
  Prepare a Project Proposal

  Include a feasibility study, environmental and social impact assessment, and cost estimates. The DA and World Bank can provide templates.

• 3
  Coordinate with National Agencies

  Work with BAFE for planning, DPWH for construction (until 2026, then DA), and the Regional Development Council for alignment with growth corridors.

• 4
  Engage the Army Corps of Engineers

  For remote or conflict-affected barangays, the Armed Forces of the Philippines can provide construction support. Initiate a memorandum of agreement early.

For Congress: Pass the Farm-to-Market Roads Development and Equity Act

The bill, currently being pushed by the DA, would institutionalize the six-year rolling masterplan, the National FMR Dashboard, and the 30% earmark for high-poverty areas. Without the law, the program relies on annual appropriations and executive orders, which are vulnerable to changes in administration. The legislation also provides a legal basis for the DA to take over FMR development from the DPWH, ensuring continuity beyond 2026.

For Farmers and Fisherfolk: Know Your Priorities and Coordinate with LGUs

Farmers, fisherfolk, and livestock producers should know whether their area falls under a priority zone — commodity production zone, fisheries development area, livestock cluster, or GIDA. If it does, they can lobby their LGU to prepare a project proposal. The National FMR Dashboard, once operational, will allow real-time monitoring of project status, giving communities a tool to track progress and flag delays. These steps mirror the need for innovations in Philippine transportation systems, where local participation and transparency are key to success.

Frequently Asked Questions

Closing

Farm-to-market roads are not just about asphalt and gravel — they are about whether a farmer’s harvest reaches a buyer, whether a fishing community can get its catch to a cold storage facility, and whether a consumer pays P10 or P50 for a kilo of vegetables. The proposed legislation and the transition to DA-led construction offer a structural fix, but the details matter: oversight, local capacity, and the ability to meet World Bank standards will determine whether the 60,000-kilometer gap actually shrinks. Stay informed about the bill’s progress and monitor the National FMR Dashboard once it launches. If this was useful, you might also want to read the journey of internet connectivity in the Philippines, another infrastructure story that shows how connectivity shapes economic opportunity.

Sources

Streamlining infrastructure project approvals in the Philippines — Explores how bureaucratic bottlenecks affect the pace of public works, including farm-to-market roads.

The economic impact of new power plants in rural areas — Parallels the role of infrastructure in unlocking rural productivity.

DA asks Congress to pass bill on farm-to-market roads. BusinessMirror, September 2025.

DA approves P2 billion farm-to-market roads. Philstar.com, July 2026.

Farm-to-market roads pass from DPWH to DA. Philstar.com, October 2025.