Typical cycles are what the manufacturers recommendation for maintenance are based on. Cycle limitations consider the following:
For the highest stressed parts under centrifugal loading (the rotor disks) the cycle considers the greatest change in stress which includes not only speed effects but thermal effects. Often a cold start to takeoff is worst then a warmed up engine from flight idle to full power in flight.
Just to add complexity to this, it is not unusual for the combinations to actually drive the lowest stresses into compression (negatives) due to thermal fights and this significantly lowers the (start-stop) fatigue life.
For the hot section parts, considerations of time at max temperature become important. This is often statistically assumed based on typical start stop cycles and useage. However, for some applications it might take into consideration time spent between typical start and stop.
And then there are applications where time at max conditions are more critical than all others. This might be a condition where to meet a mission requirement you push the turbine inlet temperature right up to a max for only a minute or two in one cycle out of a 100 start and stops, and yet after accumulating only a half hour at that condition, your engine hot section needs to be overhauled.
The above are just examples and as always the maintenance manual reflects the actual experience of the manufacturer for that application.