P28 pilot reported upon landing rollout hearing departing traffic on crossing runway resulted in taking evasive action to avoid departure and a critical ground event.

Narrative

I was arriving at MPO via an active instrument flight plan on the RNAV13 approach from the VOKYO IAF in IMC under the control of Wilkes-Barre TRACON. Shortly after turning onto the final approach course ATC requested that I cancel my IFR flight plan as soon as possible because there was an aircraft waiting for a release at MPO and he then instructed me to change to CTAF frequency. I changed to CTAF and announced that I was on a 10-mile final for rwy 13; I announced again on CTAF that when I was on a 5-mile final. I broke out of the clouds shortly after passing the FAF at which time I changed back to the TRACON frequency and cancelled my IFR flight plan. I changed back to CTAF and announced that I was on a 1 mile final for rwy 13. I landed on rwy 13. While on my roll-out; as I was approaching the crossing runway 05/23 (there are no taxiways at this part of the airport) I heard on CTAF 'Aircraft Y departing runway 23'. I immediately applied my brakes with maximum effort to stop short of rwy 23. As I came to a stop less than 150ft from rwy 05/23 the other aircraft passed in front of me on their takeoff roll resulting in a near-miss. I was monitoring CTAF for at least 6 minutes prior to landing (except for the brief change back to TRACON frequency for approximately 10-15 seconds to cancel my IFR flight plan) and heard no radio calls of any sort until the call from the other aircraft initiating their take-off.From my perspective there are several considerations regarding the cause of this near-miss; the other aircraft was possibly unaware that I was landing on the crossing runway; they were aware but chose to depart anyway assuming that I would LAHS of rwy 23.Presumably; the other aircraft was impatient because of the delay in their IFR release caused by my approach. It took me 13 minutes to fly the RNAV13 approach from IAF until landing. I don't know how long the other plane was waiting for release; but it was at least 6 minutes because ATC advised me of such 6 minutes prior to my touch-down. Perhaps once I cancelled my IFR flight plan; release was given to the other aircraft and in haste they departed without having full situation awareness of other aircraft in the vicinity. Also; I did not have full situational awareness of the other aircraft even though ATC told me that there was an aircraft waiting for release.I am a fairly new instrument rated pilot and am still building confidence and awareness of the operation of the NAS. In hindsight; I would have kept my IFR flight plan open until I landed and cancelled on the ground. I felt that I was being a courteous user of the NAS by succumbing to the pressure from ATC to cancel 'quickly' and cancelling as soon as I was VMC; but by doing so I allowed a situation to develop that had more risk than if I had waited and cancelled on the ground. Going forward; I will not succumb to pressure from ATC to cancel my IFR flight plan at non-towered fields prior to landing unless I plan to fly a normal landing pattern in VMC. The controller did NOT follow the guidance in 7110.65 4-2-10 regarding instructing pilots to cancel their IFR flight plan.This is the second time within the last month that I felt pressure from the Wilkes-Barre TRACON to take an action that was unsafe and to which I was susceptible due to my building confidence. On date 0 I hailed Wilkes-Barre clearance delivery from MPO on 125.3 to request IFR clearance. The controller at CD (Clearance delivery) pressured me to depart VFR (even though conditions were IMC at my destination). I called the TRACON manager the following day to discuss but I'm starting to see a potential pattern of pushing pilots to do things that could lead to safety of flight issues to ease the workload on ATC at Wilkes-Barre TRACON.