Cessna 210 Pilot reported a complete electrical failure and a diversion to the nearest suitable airport for landing.

Narrative

On a ferry flight from ZZZ2 to ZZZ3 with I had planned for a fuel stop at ZZZ1. While enroute to ZZZ1; somewhere approximately 25 miles north of ZZZ4; I observed the NAV/COM 1 receiver to begin displaying a glideslope receiver error. I further observed the glideslope needle on CDI 1 rapidly going from full scale deflection up to full scale deflection down. This persisted for several minutes; despite turning the NAV/COM 1 off and then back on again. The NAV/COM 1 eventually turned off and was unable to be turned back on. Several minutes later I observed that the transponder had turned off and was unable to be turned back on. I checked the aircraft's analog ammeter gauge which appeared to still show a slight charge. With the slow onset of multiple failures of electrical equipment I began to suspect that this gauge was inaccurate. Shortly after losing the transponder the rest of the electrical gauges and equipment; including the second radio; became inoperative and were unable to be turned back on.Knowing now that I had experienced a complete electrical failure I shed the electrical load by turning off any remaining electrical equipment and resetting the generator circuit breaker on the circuit breaker panel. This did not correct the issue. Thinking that either the generator or voltage regulator on the aircraft had failed; I began looking for the nearest suitable airport to land at. It should be noted that I was still flying over rugged mountainous terrain with lower; mostly flat terrain; well ahead on my intended flight path. Weather had also accumulated to my south with what appeared to be visible precipitation. Knowing that the ambient air temperature was conducive to icing conditions; and I would be unable to navigate in IMC; I knew that the number one objective was to remain in VMC. I continued using my EFB app on my iPad to try and find the nearest airport that appeared to be in VMC conditions. My preference would be on airports that were outside of mountainous terrain that allowed for a smooth and predictable VFR approach to landing. A controlled field with emergency services and snow removal equipment was also preferrable as the entire region had been blanketed in snow in the days and weeks prior to my flight.During my search I sent a text message to another rated Commercial Pilot that was monitoring my flight and asked them to look for a suitable landing alternate. I informed them that I had experienced an electrical failure and would need to land. This pilot evaluated the options along my route and notified me that ZZZ appeared to be the best option as they were reporting the most favorable wind; visibility; ceiling; and runway conditions. I proceeded past several other airports on my way to ZZZ that did not favor a VFR approach to landing at the time of my flight and continued on to ZZZ. As I approached ZZZ airspace I used my handheld transceiver to contact ZZZ Approach. ZZZ TRACON had been notified of my situation and were expecting my arrival. They began giving me instructions to enter the Class D airspace and set up for a right base entry to Runway XX. ZZZ Approach then handed me off to ZZZ Tower. I explained to ZZZ Tower that I was not requesting priority handling as my landing gear and all other necessary equipment was still operational. I further explained to them that I was on a handheld radio and that the aircraft radios; lights; and transponder were not operational. ZZZ Tower cleared me to land and I landed without incident. After landing I gave my information to the emergency ground personnel that responded to the scene at their request. The plane was then service by a local avionics shop and it was eventually determined that the aircraft's generator had failed at some point in the flight. Upon reviewing the flight I evaluated other options that I might have had in regards to landing alternates. With the large amount of mountainous terrain in the area; the worsening weather conditions; and the knowledgethat the weather and terrain improved the further I flew east; I feel that ZZZ was indeed the most suitable and safest alternate landing site available to me at the time. While I think I might have made the same decision on my own; I was not set on choosing ZZZ until I had received a message from my fellow pilot on the ground. Along with communicating via cell phone with another pilot during this urgent situation; further contributing to the safe outcome was my possession and use of a handheld transceiver unit. With this handheld radio I was able to communicate with the ZZZ TRACON and land at the most suitable airport I had available to me at the time.