For SA, movement is certainly useful, despite the example of the (exceedingly rare*) failure of both RR powerplants on BA038. On approach, TL movement can provide clues of misconfiguration or near-windshear conditions.
The thing about 'old-fashioned' driven levers I appreciate the most however, is I can, without a doubt, move the thrust levers and know (*see above) I will get an engine response and not have to spend time second-guessing the automation mode. During low altitude operations this can be critically important.
In defence of the Airbus non-moving philosophy, as they say, training, training, training. In critical situations, if you perform the memory items correctly, the design is in no way an impediment to the safe operation of the aircraft. Turns out that is the case with just about everything flying today.