A320 Captain reported departing airport with LGICU 2 on MEL. Upon reaching cruise altitude; LGICU 1 ECAM is received. The flight crew elected to perform an air turn back and make a precautionary landing at departure airport.

Narrative

On date as we reported to the gate we were informed that our ZZZ-ZZZ1 A320 flight Aircraft X was delayed due to maintenance. When the Tech Operations staff were finished; appropriate MELs were applied including 32-XX-XX inoperative. We complied with the MEL's required O procedures and left the gate at XA54z with 17+1 passengers. First Officer was the PF (Pilot Flying) then as per the MEL a TOGA takeoff was performed at XB10z.After reaching cruise altitude IMC southwest of ZZZ2; we received dashboard fault annunciations and LGCIU 1 fault ECAM. Non-normal SOP's were followed; the FO continued as PF and ECAM steps were performed followed by associated QRH procedures. Multiple systems were inoperative including normal gear extension; nosewheel steering; auto pilot; auto thrust; flight directors and wing anti-ice (operative for 30 seconds after selection). We decided; based on the current winter weather at our destination ZZZ1 along with reported icing conditions; to return to ZZZ. There was a large low weather system advancing northeasterly. ZZZ1 weather was 1SM -SN and OVC004. ZZZ weather was 10SM and BKN055.We requested a diversion back to ZZZ from ATC. ACARS message was sent to Dispatch. Captain communicated with the flight attendants and passengers. During the descent; the Captain took over PF duties. The First Officer reviewed the QRH and inoperative systems. Radar vectors were requested to the current runway in use; [Runway] XXR. After we both had reviewed the inoperative systems we discussed the manual gear extension steps and whether or not to declare an emergency. About this time ZZZ contacted us and informed us CFR would be standing by and that they had chosen to [request priority handling]. Subsequently Approach asked us if we could accept a visual approach Runway XXL. We had sent for landing data to both XX runways. As our landing weight was 116;400 lbs; VMC weather; and dry runway; we informed them we could accept XXL.The landing gear was lowered in accordance with the QRH. Three down and locked indications were verified. The approach and landing were uneventful. Differential braking was used to taxi clear of the runway. The aircraft was stopped; parking brake set and we contacted operations to coordinate a tow back to the gate.