Without knowing what is specifically contained within the relevant QRH et al, it is hard to do anything other than speculate.
A rollback as you suggest, would not, I assume, mandate diverting to the nearest piece of tarmac. You still have all the relevant services associated with the engine, so at least initially from a generic standpoint you have a little more time up your sleeve to think.
Its far more cut and dry when for example you have to secure the engine due to indications of further damage, no oil pressure/quantity etc etc.
But lets assume its just a rollback, what are the other engine indications showing? have you had any external confirmation/information regarding further damage to the engine airframe? Is the other engine performing as expected? Did you dispatch with an APU? (you can fly ETOP's without one)
Whats the weather like at your likely diversion airfields? navaid status etc etc etc, the list goes on and on.
Only then, with a decent amount of situational awareness can you realistically come up with a reasonable set of options, one of which might be continue to destination
