With our population demographics, I doubt that even with paying a premium, retail shippers like FedEx or Walmart would see an economic advantage to use piggyback rail. These are not shipments from suppliers. A large portion of that (very large in the case of Walmart or Canadian Tire) comes from overseas in containers. I am guessing that shippers like Walmart and FedEx in the US are using piggyback rail to ship between their internal nodes (warehouses, distribution centres) and not out to stores or customers. I don't know for certain but imagine there isn't a whole lot of movement between their nodes in Canada, and if there is it more done by air given the distances. Paying a premium for expedited rail service is probably a whole lot easier when it can be accommodated by mainline carriage. FedEx has a relatively new distribution centre in Barrie, very near to a BCR spur. Between an interchange with CP and a not-everyday BCR service, I doubt it would be worth that additional cost to build trackage, handling and car storage facilities.
I don't know EU vehicle standards but I would suspect that making van trailers 'lift-capeable' for well-type rail cars would require NA-wide construction standards changes. They are made purposely light to maximize capacity with most of the strength carried by an aluminum deck frame. Hanging off that frame and getting in the way of hoisting is wheels/suspension, landing gear, air tanks, etc.