Whilst on the subject of CAX facilities and ATC, I cannot see any need for radar in the context of separation of CAXs own traffic. There are only eight scheduled CAT movements during the whole day and even if there is the occasional non-scheduled IFR arrival which may conflict, non radar procedural separation should be entirely adequate. The integration of IFR flights with a visual circuit may be a consideration but surely addressable by agreeing procedures with local GA operators, and the amount of GA at CAX is very low in my experience. I make this point because it often seems that non pilots on these forums do not understand that departure and arrival procedures are designed to be flown without radar assistance.
It is true of course that radar could be of advantage in giving advance warning of unidentified transit traffic in the Class G airspace below FL95 which is the lowest CAS base in the vicinity of CAX and for reasons suggested by ZOOKER above, in effect providing an additional layer of safety. Then if CAA had believed there was an essential safety case for radar they surely would have made that clear long ago and CAX would have known they had to comply..
SWKCB, Of course the need for trained ATC did not come as a shock - they had been operating ATC at CAX for years, they did not need to be told by others. What may have caught them out was recruiting the numbers they needed when the length of operating day was increased from 8 hours to 15, or even longer when provision for delays was included. So I for one am quite prepared to accept the CAX explanation for postponement as valid and if there are other unstated reasons no doubt they will become apparent in the fullness of time.