CRJ-200 Captain reported the loss of an engine during descent. Flight continued to destination and landed safely.

Narrative

We were given a crossing restricting east of ZZZZZ GPS fix on the ZZZZZ1 arrival to cross FL250. We were cruising at FL300 at MACH 0.74. I initiated the descent and started to slowly reduce thrust and heard a loud popping noise. I looked down and saw the number 2 engine gauges rolling back. Shortly after; we received the R ENG OIL PRESS Warning message and associated caution message with an engine shutting down. Due to the Gen 2 shutting off; Mach Trim and Yaw Damper 2 disengaged; which caused the Autopilot to disengage as well. We reengaged the Mach Trim and Yaw Damper 2; then stabilized the aircraft and reengaged the Autopilot. We advised ATC due to failing an engine; not being able to hold '310 kts or better'; and not be able to hold FL250. We ran the model with FO performing the QRC for Severe Engine Damage in Flight. Due to not knowing the nature of the failure and hearing the noise; we decided to not try to relight the failed engine. Then I transferred the controls to the FO and I ran the QRH for Severe Engine Damage in Flight. Then I ran Abnormal Checklists In-flight Engine Shutdown and Single Engine Approach and Landing. After checklists were complete; I used the 2 in and 2 out method. ATC was aware; we sent a message to dispatch stating that the number 2 engine had failed and we are continuing to ZZZ. I contacted the flight attendant to inform her that the number 2 engine had failed and to assess the cabin. She said there was no smoke or fire and that the passengers are fine. I told her that it was going to be a 'Precautionary Landing'. I made an announcement to the passengers after this stating that the noise that we heard was the number 2 engine had failed but assured them that our number 1 was still operational and we would continue to ZZZ and that we would be on the ground in 12 minutes. After communication was complete; I took back controls of the aircraft and requested a descent check. We performed a visual backed by ILS XXC into ZZZ. The landing was safe; and we were able to exit at 1 and stop on 2 to have the fire trucks examine for smoke and fire which was negative. I made a PA 'This is the Captain; remain seated with your seat belts fastened'. Since there was no smoke or fire; we taxied to the gate XX. We performed after landing check when time allowed. We reached the gate and shut down the aircraft safely and performed a shut down check.Cause: During climb out; when we were in the lower FL200s; we noticed the ITT (Interstage Turbine Temperature) of the number 2 engine had reached the yellow range (about 875). It was there for only a couple seconds. I think reduced thrust slightly to keep all gauges in the green range. We let ATC know that we were going to be a slow climb and had requested for FL300 to be our final altitude instead of FL320. It was not possible to keep the right engine in the climb carrot without risking over temperature of the ITT. Since everything was in the green and cruise was normal; we decided to continue the flight. We were planning to write up the maintenance discrepancy when we reached the gate in ZZZ.Suggestions: It seems like the failure was going to happen regardless. As soon as there was a power change from cruise to descent; the engine had failed. If we had diverted earlier due to the ITT being in the yellow momentarily; it seems like it would have failed regardless.