EMB120 CAPT ABORTS TKOF AFTER OBSERVING A CESSNA LIFTING OFF FROM THE OPPOSITE END OF THE RWY. THERE WERE NO CALLS HEARD UNTIL THE CESSNA PLT ANNOUNCED THAT HE WAS DEPARTING THE AREA TO THE E.

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HOLDING SHORT OF RWY 20 IN DRO; MY FO WAS OBTAINING AN IFR CLRNC FROM ZDV WHILE I; WHO WAS THE CAPT; WAS MONITORING THE CTAF. IT WAS A CLR DAY WITH CALM WINDS AND GOOD VISIBILITY. THE ONLY TFC WE HEARD WAS A CESSNA ANNOUNCING HIS POS ON CTAF OVER THE ARPT AT 11000 FT PLANNING L TFC FOR RWY 2. I RESPONDED OVER CTAF THAT WE WERE HOLDING SHORT OF RWY 20. A SECOND XMISSION WAS MADE BY US STATING WE WERE STILL HOLDING SHORT AFTER APPROX 7 MINS. WE THEN RECEIVED OUR IFR CLRNC. I ANNOUNCED ON CTAF OF OUR INTENTION TO DEPART RWY 20. I PAUSED SEVERAL SECONDS BEFORE TAXIING ON THE RWY AS NO OTHER ACFT HAD MADE ANY CALLS OVER CTAF. PERFORMING A STATIC TKOF; WE ACCELERATED THROUGH 80 KIAS WHEN I NOTICED A CESSNA DEPARTING FROM RWY 2; THE OTHER ACFT WAS ALREADY AIRBORNE. I ELECTED TO ABORT THE TKOF AND WAS ABLE TO EXIT THE FIRST INTXN. THE ACFT ANNOUNCED THAT HE WAS DEPARTING THE AREA TO THE E TO 'GET OUT OF OUR WAY.' HIS RADIO XMISSION WAS VERY WEAK AND ALMOST UNREADABLE. WE DEPARTED RWY 20 WITHOUT ANY FURTHER INTERRUPTIONS. THE WX WAS VFR WITH GOOD VISIBILITY. DRO HAS MANY FAR 121 FLTS. THE COMBINATION OF GA ACFT AND SCHEDULED AIRLINES MAKES DRO A VERY BUSY ARPT. MY MAJOR SUGGESTION WOULD BE TO CREATE A CLASS D AIRSPACE FOR DRO TO PREVENT THIS SORT OF OCCURRENCE FROM HAPPENING AGAIN.