CRJ 200's and their operators typically struggle with the CG (nose heavy) and with the Landing Limit when jumpseaters are added (when the peeps dont check alot of bags). Ballast is needed in these cases, usually not much, and that's not the big problem. Rarely in the flatlands will you see Climb Limit or Runway limit unless a really short departure runway and, high terrain, and or winter conds. exist (i.e. LGA, MDW, etc.) but this is rare. This can be combatted by static takeoffs and or bleed-off takeoffs to accommodate more payload. And structural limit? Hardly ever. Again, Landing limit is usually the most restrictive.. It's the short hops that gunk up the ops. Take your airplanes' max landing weight, add the burn for that flight, and that's your max takeoff weight (all other limits satisfied of course).

And yes, an alternate listed on the release and contingency fuel only serve to close the gap on payload and landing weights. If its just the extra jumpseat weight (200lbs) getting in the way, thats easy. To fix these issues, a savvy captain may consult with Dispatch and "move" some fuel to the taxi column of the release from the contingency column to help with landing limit, or plan faster Mach and or lower flight level (increase burn).

But yes, some conditions, and some runways, and some over eager Dispatchers can weight restrict a flight that bumps revenue. In my world, if 50 are cleared to get on, then the Jumpseater rides too. What's an extra 200 lbs? Move some gas to the taxi column -- problem solved.