ACFT GROSS WT TOO HIGH FOR LEGAL DISPATCH TO DEST ARPT DUE TO TIME INTERP FOR RWY CHANGE IN PROGRESS. FLT DEPARTED EXCEEDING THAT RWY WT LIMITATION FOR LNDG.

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ACFT WAS DISPATCHED CLT; STL; CID. NEARING CID BECAME AWARE THAT PRIMARY RWY WAS CLOSED AND THAT WT WAS IN EXCESS OF MAX DRY WT FOR AVAILABLE RWY; RWY 13-31. NEITHER I NOR DISPATCHER NOTED THAT MAIN RWY WOULD BE CLOSED AT EXPECTED TIME OF OUR ARR. DSNDED TO LOWER ALT AND EXTENDED FLAPS AND GEAR EARLY TO BURN OFF ADDITIONAL FUEL. LANDED BELOW MAX DRY LNDG WT. HOWEVER; I HAD SIGNED DISPATCH RELEASE WITH WT LIMIT THAT WAS TOO HIGH. OUR COMPANY HAS NO FLT PLANNING AREA AT CLT. PLANNING IS DONE AT CHK IN GATE. AGENT WAS BUSY AND THERE WERE MANY DISTRS AND PAX INTERRUPTIONS. WX DOCUMENT FOR CLT-STL SEGMENT WAS FURNISHED BUT 1 FOR STL-CID WAS NOT. COMPUTER TERMINAL WAS AVAILABLE AFTER REQUEST TO AGENT. DISPATCH RELEASE WAS THROUGH STL TO CID. BECAUSE OF TIME LIMITS DISTRS; ETC; I DID NOT THOROUGHLY REVIEW STL-CID SEGMENT DATA AT CLT AND DID NOT REALIZE PRIMARY RWY WOULD BE CLOSED AT TIME OF ARR. I DID THOROUGHLY REVIEW DATA DURING STOP AT STL BUT INCORRECTLY INTERPRETED TIME ON NOTAM TO BE IN LCL RATHER THAN ZULU TIME. ACCORDINGLY; THE RELEASE WT I ACCEPTED WAS IN EXCESS OF THAT WHICH WOULD ALLOW LNDG WITH NORMAL FUEL BURN BELOW MAX DRY WT FOR SHORT RWY 13-31. WHEN I BECAME AWARE OF ERROR; IN ADDITION TO BURNING ADDITIONAL FUEL; I NOTIFIED DISPATCH FOR THEIR INFO. SUGGEST THAT ALL NOTAMS; INCLUDING COMPANY NOTAMS; ALWAYS BE IN ZULU TIME TO ELIMINATE CONFUSION. ALSO; RECOMMEND A DEPICTED FLT PLANNING AREA BE AVAILABLE TO MINIMIZE DISTRS. ALSO SUGGEST THAT FO'S BE ACTIVELY INVOLVED IN PLANNING PROCESS AS A XCHK. THE FO ON THIS TRIP DID NOT CAREFULLY REVIEW SUCH DATA EVEN THOUGH I HAD REQUESTED HE DO SO; BOTH FLT PLANNING AND FLYING SHOULD BE A TEAM ACT.