Drove one for 5 years, only trouble I had was finding a parking spot in downtown Chicago, it wouldn't fit in the parking garages. Mine was registered as B plates, 8500 or less, and as long as I only hauled RV or a Horse trailer, I was legal.

 

i drove a crew cab dually for a summer job for two summers, hauling a 35' enclosed racecar trailer. Was class A only due to the combo weight and it was for a company, so i had to have a CDL-A.. However that's in michigan. Different states have different laws.

Parking was always a treat, but doable after getting used to it. and i agree, good luck in finding a parking ramp where you can fit, heck drive up ATMs are always a treat too with one lol

 

I have been driving mine for over 2yrs as a daily driver. It's not much more of a pain than any other crew cab. I have the 172wb long bed crew. It's really not that bad. The height makes more issues than length in parking garages. I have fit into the hospital garages in cbus and the airport ones in cbus and Detroit. Just go slow bumps could make the roof scrape low hanging pipes and beams.

 

Think of 20% pin weight of 16k = 3,200 lbs. That's a more realistic weight. Not sure what a payload of a dually I would guess it's higher than a SRW. For reference, my neighbor's RAM 3500 Cummins SRW has a payload of 3,900 and a 3,200 pin wight and 250 for the hitch will run that payload out real quick.

For that size trailer, a Crew cab, Dually Long bed, diesel would not be crazy whatsoever.

 

That was the empty pin weight I mentioned, which would be the minimum weight it has, mainly for reference.

I do miss driving that dually though. The Intimidator!

 

My 16 DRW CCLB 4x4 6.7 is 5780lbs of payload, think the 17 and ups are even higher.

 

Some corner-case arguments against a DRW truck:
a) getting a tow can become a lot more complicated, and some AAA affiliate clubs (Northern New England in particular) won't cover a tow of any DRW truck, even with RV coverage (at least that was the answer I got trying to get reimbursed for getting my E-350 box van towed—anything DRW that wasn't clearly an RV was treated as a commercial vehicle and not covered; YMMV)
b) they're not as good in the snow at getting to a firm surface, because you're distributing the same downforce across twice as much rear tire
c) checking inside tire pressure is a PITA (although I suppose TPMS makes that a mostly moot point)
d) truck speed limits may apply in places that have split limits for trucks and passenger vehicles

As already noted, registration requirements may also vary by state, as can weigh-station-stop requirements and tolls. I'm not sure how the additional tire surface area affects mileage, but if you need to replace all six tires, your cost is probably going to be 50% above replacing four.

If I had the budget and were planning on full-timing in a fifth-wheel, I strongly suspect I'd take the trade-offs and drive a DRW, as I've seen some damn nice setups that would require the DRW payload. And if you need the payload or the stability, the decision doesn't seem hard, but if you're on the fence, there are some drawbacks that aren't initially obvious.