The amendment sought to defer the Parliament's consideration of the Bill pending the approval of a national model Rail Safety Bill which had adopted the Victorian policy framework but which was being developed on a later timetable by the National Transport Commission. Mulder stated:  In response, the Minister observed that:  The Government moved a series of amendments to the Bill during the latter stages of its passage in the Legislative Assembly largely to give effect to national alignment matters agreed between the Department of Infrastructure and the National Transport Commission. The Rail Safety Bill was passed by the Legislative Assembly on 1 March 2006 and was introduced into the Victorian Legislative Council on 2 March 2006. Second reading was moved in the Council on 28 March and the Bill was ultimately passed without further amendment on 29 March 2006. The Rail Safety Bill received Royal Assent on 4 April 2006 to become the Rail Safety Act 2006. The Act was ultimately proclaimed to commence on 1 August 2006. The Rail Safety Regulations 2006 which were required to support the operation of the Act also operated from the same date thereby formally commencing the new rail safety regulation scheme. The Act has been subject to some significant amendments since it was passed in 2006. These include requirements on rail infrastructure managers and road managers since 1 July 2010 to enter into "safety interface agreements". The scheme pursues the identification and management of risks to safety at road/rail crossings, particularly level crossings, as one means of improving safety outcomes at those locations. The development and passage of the Rail Safety Act in Victoria in March 2006 was followed by policy and legislation developments at the national level. In June 2006, the Australian Transport Council approved a model Rail Safety Bill for adoption in law by the States and the Northern Territory. The regulatory framework in the national model Bill adopted the scheme set out in the Victorian Act. Accordingly, the Victorian legislation satisfied the core national scheme requirements and required small changes only to be compatible with the national draft. Adoption of the model national Bill was gradual. The national proposal was subsequently adopted by legislation in South Australia (in 2007), New South Wales (2008) and Tasmania (2009) and eventually in Western Australia (2010), the Northern Territory (2010) and Queensland (2010). Once it was clear that a majority of other jurisdictions had implemented the new framework, the Victorian Rail Safety Act was amended to acknowledge that the Victorian statute forms part of the nationally consistent rail safety scheme  A further national proposal emerged in 2008 at the instigation of the Rudd Government. This followed soon after the approval of the national model Rail Safety Bill and before most States and the Northern Territory were able to embed the model Bill into their local laws.