Or, how about switching to guard frequency as we approach the runway for departure instead of at 10,000 ft? Who is going to abort the takeoff for a call from someone in ops as we pass 80 knots? Who might abort the takeoff for a call from tower on guard as we pass 80 knots? Who might want to hear what ATC has to say below 10,000 ft if someone has a stuck mike on primary vs what ops (who can contact us via ACARS) might have to say? Is there something I'm missing about that policy?

To me, tower calling out a "Cancel takeoff clearance" simultaneously on guard and a congested ATC primary frequency is much higher stakes and the chances of me aborting based on that are much higher than someone in ops trying to somehow communicate to me that I need to abort due to a messed up weight and balance report and me understanding them while I'm on takeoff roll.