First Officer reported excessively high engine vibration in flight; followed by #1 engine failure. The flight crew returned to departure airport and landed.

Narrative

The aircraft and flight crew were dispatched from ZZZ to ZZZZ with the aircraft log showing a few previous events of #1 Engine N2 vibration indication (high flashing) during descent. The planned sequence was to return the same aircraft and crew to ZZZ after a regular scheduled ground turn in ZZZZ.The flight from ZZZ to ZZZZ was uneventful; although the flight crew observed the in the log described high flashing indication accompanied with the previously mentioned vibration values in the log. No airframe vibrations were observed. The return flight with the First Officer (FO) as pilot flying (PF); departed ZZZZ Runway XXL on a radar vectored departure with subsequent direct navigation to ZZZZZ to join the flight plan route. Climbing through approximately 26;000 ft.; the aircraft experienced suddenly moderate to high airframe vibrations occurring continuously; while the engine N2 vibration indications repeatedly and intermittently varied between normal and exceeded values. Initially no ECAM messages were displayed. After standard SOP call outs (my aircraft; etc.); we re-established the initial roles of PF (FO) and pilot monitoring (PM) (Captain); while beginning to assess the situation at hand. The Captain contacted ATC and requested to maintain current altitude due to technical problem and we leveled off slightly above 27;000 ft.By now the ECAM message ENG 1 HIGH VIBRATION was displayed intermittently; upon which the Captain informed ATC about our intentions to return to ZZZZ [requesting priority handling] and requesting initial radar vectors; descent clearance and Airport Rescue and Firefighting (ARFF) assistance upon arrival. We received a southerly heading and an initial descent to 20;000 ft.During the situational assessment; multiple calls were received from ATC and cabin who were understandably seeking information; which slowed us down slightly.My focus was on flying the aircraft; initiating descent; and reducing air speed to 250 kts. to minimize airframe vibration and managing time. The highest vibration value noticed by me as PF was 9.8 Units.A few seconds later with the ENG 1 HIGH VIBRATION now being displayed continuously; we performed the ECAM actions for high vibration. As I moved the #1 thrust lever towards Idle; the ECAM changed to ENG 1 FAIL. Following standard communication protocols; the Captain performed the ECAM actions; leading to shutting down the #1 Engine and starting the APU. We agreed not to attempt a restart of the failed engine. The Captain continued with the QRH follow up items and managing communication with Dispatch; Cabin; and ATC; while I continued as PF and setup the aircraft for a VOR Runway XXL/Flap 3 approach to ZZZZ. With the QRH follow up items complete; Dispatch informed via ACARS 7700; flight attendants and passengers briefed and cleared by ATC directly to the IAF for the VORXXL; we switched PF/PM roles for landing; with the Captain now PF asking me to double-check the QRH follow up items for After Engine Shutdown.Following a quick approach briefing; an uneventful; well flown single engine approach and landing on Runway XXL (approximately 2;500 pounds over maximum landing weight/offset runway) under VFR conditions was performed. Subsequent normal taxi to the gate under ARFF supervision was also uneventful. The CVR was turned off post-flight by way of pulling circuit breakers as stated in the FOM.Aircraft had a history of engine vibration indications on several previous flights.Earlier investigation of causes of the vibration indications; once there are multiple entries in the log.