B787 Captain reported during cruise experiencing failure of Number 2 engine generator resulting in loss of several systems and the crew diverted to the nearest airport where they landed safely.

Narrative

I was CA (Captain)/PM (Pilot Monitoring); FO (First Officer) was PF (Pilot Flying); FO was on break at initial time of event but was called to return to flight deck at time of event. Approximately 350 NM S/SW of City X; within a non-ETOPS segment; EICAS annunciated ELEC GEN R R2 (indicating failure of #2 engine driven generator {VFSG} on right side engine).Completed related checklist procedures which includes starting of APU. Generator R2 remained failed (as indicated by EICAS message as well as depicted on electrical system synopsis page; and display of load shed items). APU failed to start after 3 non-consecutive attempts (we delayed 3rd start attempt to lower/warmer altitude). Without APU electrical power; several systems were shed (electrical power removed); including shedding/depowering of some pitot-static ice protections. Significant weather systems with icing conditions were present over large areas along route ahead. I express my primary concern to FO of loss of pitot-static AI; and that a loss or right engine would cause loss of remaining right engine driven generator and other engine-driven PMA/PMGs; and would result in descending to single engine altitudes within significant icing conditions with further power shedding. Weather at ZZZZ was VMC and there were no applicable NOTAMs. I expressed my intent to divert for above reasons to FO; whom agreed (FO was not on flight deck at this time). I then instructed FO to plan for divert to ZZZZ while I established group call with dispatch and MX control via SATCOM voice. Dispatcher agreed it was most prudent to divert to our flight plan ETOPS alternate airport; ZZZZ.We obtained new ATC clearance before departing flight plan route or altitude; proceeding direct to ZZZZ VOR. Soon after requested and received ATC clearance to descend in search of non-icing conditions as well as to increase fuel burn rate as to land below minimum fuel.Between the 3 of us pilots; we had plenty of time to prepare for landing; including completing all normal and non-normal checklist items; non-routine landing checklist; landing assessment; review passenger protection plan; completed FA and PAX briefings; make radio contact with ground operations; etc.; as well as review loss of flight directors; autopilot and/or unreliable instrument procedures due to loss of pitot-static AI. Other than experiencing left hydraulic pump failure on final approach; enroute time from point of divert to uneventful landing was approximately 1 hour 35 minutes. All discrepancies entered in aircraft logbook. Cause: no mitigating suggestions. Diversion went smooth and all 3 pilots felt current training and procedures adequate.