Not quite - the RTOM/RLM are part of performance planning and have to be in accordance with: the procedure; deck-edge clearance; drop-down; and climb performance. The mass calculation could be from one graph or several.
The AEO target/delta Tq is associated with the necessity to produce an ideal set of conditions in the vertical climb - i.e. to ensure deck-edge clearance from rotation.
If an engine fails at or after TDP, the good engine will accelerate to topping (or, if there is a FADEC, the single engine limit) regardless of the AEO Tq set (if the target Tq is high, there will be rotor droop - which will have to be controlled); from that point the drop-down, continued take-off and climb segments will be with one-engine-inoperative.
The setting of that engine will have to be in accordance with the defined limits. With a modern FADEC controlled engine and a failure at the worst time, the 30 second limit will (likely) take the aircraft to the beginning of the first climb segment (if drop-down has been scheduled - into the water if not); the first climb segment (200ft at 100ft/min) will use up the two minute limit; leaving the second climb segment to be flown at the next level of limits.
With powerful aircraft like the AW139 or the Bell 429 it is likely that they could (in a temperate climate) reach 1000ft before the 2 minute power setting is exhausted.
All of these descriptions are with the failure at the worst time (which is one second before TDP when the Pilot Intervention Time (PIT) is set to that interval). Descriptions are general; your aircraft/engine type specific profile and procedures may differ in some way.
To conclude I would emphasize once again that PC1 is not always possible offshore (because of environmental conditions) and should not be part of any regulatory regime.
Jim