For Jet Operations into controlled airspace -
For my airline, and I suspect most others, what you describe is the optimum, sought after procedure. Ideally, the thrust levers are brought to idle at Top of Descent, and not advanced again until a pre-determined point on final approach to stabilise the approach speed / thrust / configuration. For my airline, stabilisation point is 1000 feet AGL in VMC, or ILS commencement in IMC.
To address your various points -
(1) Workload is reduced. Step descents significantly increase workload.
(2) Fuel saving is considerable, having to spool up to maintain various step altitudes on descent at low, fuel inneficient altudes can throw away all of the fuel savings from carefully optimised flight of the last 10 hours.
(3) Ease or Difficulty? - much easier, see No. (1) above.
Additionally, use of the 'Low Drag Approach', which implies idle thrust down to about 1000 feet (in VMC) is much desired in noise sensitive areas. It is also a considerable fuel saver. Of course, to some nameless operators, 'Low Drag Approach' means get it low, and drag it in.
It is well understood that the desired continuous descent approach will not always be possible. Operations at uncontrolled aerodromes requires correct, level flight on the downwind leg, OR, ATC may require an interim level-off because of other traffic, OR, Transiting other airspace may require a level-off segment, etc.
In this pilot's opinion, the Continuous Descent Approach is (1) Easier, (2) Less workload, (3) Fuel saving, (4) Environmentally friendly, and most importantly, (5) Normal!