Indeed.
But many people discuss crosswind limitations without realising that there's a Venus/Mars thing going on.
There are two kinds of crosswind limitations.
The first - structural limitation.
Imagine a runway aligned north/south and a crosswind from the east or west. Irrespective of the amount of crosswind, it is possible for a pilot to manoeuvre any aircraft in wings-level flight so that it 'arrives' at the threshold of the north/south runway, pointing directly north or south, at any amount of crosswind.
However, when the aircraft 'arrives' at the threshold of this north/south runway while pointing north or south in wings-level flight, it will be moving east or west at the speed of the crosswind. That will put stress on the airframe.
For example, imagine an aircraft pointing north on descent in wings-level flight, being blown sideways at 20 kts, arriving at the threshold of a north facing runway. The aircraft is moving 'sideways' at 20 knots when it touches down. That has to be 'absorbed' by the airframe, or the airframe breaks.
The second - aerodynamic limitation.
Imagine a runway aligned north/south and a crosswind from the east or west.
The pilot wants to maintain a track that is aligned with the runway centre line, so that on 'arrival' at the threshold the aircraft is not moving east or west, but instead only in the direction of the runway.
In this case, there will be a crosswind above which it is not possible for the pilot to maintain a track that is aligned with the runway centre line, because no amount of control input can compensate for the drift caused by the crosswind.
Of course it's a bit more complicated than this simple distinction, because a lot of other factors come into play once the aircraft is in contact with and rolling along the runway, but an understanding of what the number actually means is important.