The ballast bed serves as the foundation of the ballasted track, and its performance is maintained through periodic ballast cleaning. Early detection of fouled ballast bed significantly reduces maintenance workload and capital investment. Some scholars have studied the feasibility of utilizing infrared thermography (IRT) for detecting fouled ballast bed (DBF) and have made some progress. Existing studies have predominantly employed simulated boxes to simulate the ballast bed. To better reflect real-world conditions, this study established two sections of ballast bed on a newly constructed line: one with clean ballast and the other fouled, with a volumetric fouling rate (VFR) of 27.6 % (FI ≈ 21.5 %). Moreover, this paper takes a pivotal step in exploring the thermodynamic transfer mechanisms within the ballast bed, the influences of meteorological factors on the detection effectiveness of IRT, and other detection indicators that could be used for DBF. The results demonstrate that the different void fractions and composition substances of the clean and fouled ballast beds (CFB) contribute to their distinct thermodynamic properties. Furthermore, the high specific heat capacity of water exacerbates the thermodynamic property difference between the CFB. In terms of meteorological factors, both the solar radiation intensity (S) and air temperature (T) have a significant positive impact on the temperature of the ballasted structure (STT) and the temperature difference between the CFB (CF-S). Throughout the day, as the S and T increase, the ballast bed surface absorbs more solar heat than it loses, leading to an increase in its surface temperature. When it exceeds the soil temperature (S-S), heat is transferred downward. Since the poor heat conduction of the clean ballast bed, it has a higher surface temperature. As the S and T decrease, heat convection and conduction become dominant, leading to a decrease in the surface temperature of the ballast bed (BT-S). When the BT-S is lower than the S-S, heat is transferred upward, causing the surface temperature of the fouled ballast bed (F-S) to potentially exceed that of the clean ballast bed (C-S). Furthermore, the humidity (H) has a strong negative impact on the STT, while on sunny days following rain, it has a significantly positive impact on the CF-S. The effects of wind speed (W) on the STT and the CF-S are not prominently observed due to its low values during the experiment. Without considering rainfall, higher S and T, combined with reduced W, result in a greater CF-S and are more conducive to advancing fouling detection. Hence, the CF-S can reach up to about 3 °C on a sunny day and may even rise to about 5 °C after rainfall. Nonetheless, the CF-S is only around 0.71 °C on a cloudy day and 0.25 °C at night. Unexpectedly, there is a significant temperature difference between the sleeper and the ballast bed or the steel rail. These indicators could potentially be used for DBF on cloudy days. Overall, these findings demonstrate the feasibility of using IRT for DBF in the field, provding a broader theoretical support for its advancement and implementation. •The feasibility of employing IRT to detect fouled ballast bed was confirmed through a field trial.•The thermodynamic transfer mechanism within the ballast bed was investigated on-site.•The impacts of different meteorological factors on the detection effectiveness of IRT were studied.•Other detection metrics that could be used to identify fouled ballast bed were investigated.