EMB-145 First Officer reported a Pitch Trim Failure during climbout. The crew performed the procedures in the QRH; contacted ATC for assistance; contacted Company and the flight attendant. With approval from the Dispatcher the flight continued on to the destination because of available runway length and available maintenance.

Narrative

Climbing through 16;000 feet at roughly 260 kts. and having departed from ZZZ1; our flight experienced a failure of the pitch trim system. The failure was annunciated by the Engine Indicating and Crew Alerting System (EICAS) as a 'PTRIM BACKUP INOP' message and the pitch trim angle indication on the lower right side of the EICAS disappeared along with the numerical indicator. The autopilot simultaneously disengaged with the presentation of the above indications. As the Pilot in Command/Pilot Monitoring; I communicated our situation to ATC while the First Officer/Pilot Flying maintained control of the aircraft and continued to climb at approximately 260 KTS.I then executed the appropriate Quick Reference Handbook (QRH) and appropriately executed the pitch trim inoperative procedure. We elected to level at 24;000 ft. and maintained between 250-260 KTS to minimize the control forces in cruise. [Priority handling was requested] with ATC due to the increased control forces that would be present when landing the aircraft. The decision was made to continue to ZZZ2 because of the length of the runways and the immediate presence of emergency support equipment and personnel at this field. A gradual descent and vectors were requested from ATC for the Runway XX Center ILS at ZZZ2. Company Dispatch was informed by ACARS of our situation & the Flight Attendant was briefed equally and told to expect a normal landing. A flaps 22 landing was executed at an approach speed of 160 KTS. to attempt to reduce the diving tendency of the aircraft at low speed without pitch trim control. The excess airspeed was bled off at 200 feet by retarding the throttles to idle and flattening the approach angle. Control forces in the flare were significant and estimated to have been approaching 100 LBS of force. Despite this; rate of descent at touchdown was approximately 100 FPM. A normal landing roll and taxi to the gate were then executed.Crew resource management was a critical factor in the safe completion of the flight. It may be advisable to introduce a stuck pitch trim scenario into recurrent training. Control forces present in the yoke are significant at low air speeds if the pitch trim is set for cruise or climb air speeds. Crew coordination is critical to ensure a safe approach and landing.