However, the type suffered frequent service disruptions due to recurring technical problems, particularly in regards to its hydraulic transmission system.

FGW ultimately decided to return all of its Class 180s to the lessor in favour of refurbished InterCity 125 sets; the last train leaving its service in 2009.

[13] Despite this six-month schedule slippage, Alstom openly claimed that the trains would be capable of entering service in time for the May 2001 timetable change.

[18][19] During early 2009, a pair of Class 180s started being operated by the company in conjunction with its three High Speed Trains (HSTs).

During 2010, Grand Central commenced the lease of an additional three Class 180 units for the launch of its new services to Bradford Interchange.

Prior to entering service with Grand Central, the fleet was subject to modification work undertaken by Railcare, during which it was outfitted with Wi-Fi and at-seat sockets, amongst other changes to the amenities.

[25] In August 2011, one of the initial two units, 180112, was named James Herriot at a ceremony held at London King's Cross; it was also the first train to carry Grand Central's new logo and orange stripe livery.

[36] While operated by FGW, the Class 180 suffered from numerous technical problems, including instances of the doors closing and locking quickly.

FGW later re-leased five Class 180s for operating express commuter services from London Paddington to Oxford, Worcester, Hereford and Gloucester.

A combination of factors, not only the reliability problems experienced but also increasing passenger numbers, reportedly led to FGW deciding to acquire additional refurbished HST sets towards the end of 2007, which became the replacement for Class 180s on the express commuter services.

[38][39] Although FGW had planned to return the entire fleet in December 2007, it decided to retain three units until the operator took delivery of a cascaded HST from National Express East Coast.

Thus, all five were returned to FGW, where they were used to increase capacity on Thames Valley services, while three units were operated by Northern Rail in the interim.

[56] The acquired units underwent an internal refit, which included the installation of laptop sockets and new coffee machines; this refurbishment programme was completed in early 2012.

[59] Due to the Class 180's reliability problems, a HST set was hired from Great Western Railway in February 2019.

[50] After FGW ceased operating Class 180s, the majority of maintenance tasks were transferred to Bombardier Transportation at Crofton TMD.

[69] By August 2020, EMR had received all four of the Class 180s, despite the transfer of the last two units being delayed due to the COVID-19 pandemic, and driver training commenced during the following month.

[79] In March 2008, National Express East Coast (NXEC) requested additional services to a number of destinations in its application for access rights on the East Coast Main Line, stating that, in addition to its existing InterCity 125 and InterCity 225 sets, it would require as many as nine Class 180 units.

Following NXEC's demise, successor East Coast decided to press ahead with the plans with three Class 180s temporarily sub-leased to Northern Rail.

[84][85] The company's track access application was rejected by the Office of Rail Regulation as the proposed route was deemed to largely duplicate those already provisioned by NXEC, leading to economic concerns.

[86] In the late 2000s, Platinum Trains had planned to use Class 180 units on an Aberdeen to London King's Cross service.

Described as 'strategic standby' units by the company, they were ultimately returned to Angel Trains without ever being used following the decision to use a Class 90 locomotive and Mark 3 coaching stock instead.