Air carrier Captain reported multiple EICAS messages during approach. Crew referenced QRH for affected systems and returned for landing.

Narrative

Aircraft X to ZZZZ was the first leg of my last turn of a very long trip ending in ZZZ. The flight was delayed. This was a normal flight until we got into the terminal area of ZZZZ. As we were getting vectored for the approach; ATC allowed us to slow to 210 knots or greater. Because it was starting to get tight; I called for flaps 8. ATC then had us slow to 160 knots or better as we intercepted the LOC for runway XXR. I opted to intercept the LOC in white needles due to our intercept angle and wind. Right as the aircraft was making its turn; numerous EICAS caution and status messages appeared. I had also lost my FMS; IRS Data; GPS data; etc. We had the runway in sight at this point; but I made the decision to go around considering the multiple flight control EICAS caution messages displayed. When we did the go-around; the FO and I ran the after-takeoff checklist and went into holding over ZZZZ VOR to work through the problem. I made the decision to hand him the aircraft so that I can manage the situation and communicate with everyone possible. The messages that appeared; but are not limited to; were HYD PUMP 2B; HYD PUMP 3B; PITCH FEEL; A/SKID INBD; IB SPLRON; IB FLT SPLRS. There were numerous more caution and status messages related to probes; PACKS; flight control computers; etc. This is on top of the problems listed above with my side's screens. After the go around and putting flaps up; the HYD PUMP 2B; HYD PUMP 3B messages disappeared. We fully expected these to come back on another approach. My first thought for when this happened was an electrical issue. However; there were no EICAS indications for any BUS; TRU; IDG failures. The generators were still showing 115V and 400Hz. TRU 1 was green; showing a normal amount of volts; but 0 amps. BUS 1 still showed powered in green with none of the DC ties connected. The hydraulic page showed all pumps operative; but HYD 2 showed 0 psi; with no associated EICAS message. Looking at the systems included in DC BUS 1 on QRH page 2-22; most of the systems listed were the ones affected. However; because the bus still showed green with no associated EICAS message; I believed that it was the best decision to run the procedures for the flight control related caution messages. During holding; I initially did not make the decision to Request Priority Handling because it was very hard to gauge where the failure was and how we were going to deal with the situation. I did update the passengers and also kept the flight attendants in the loop and separately told them that this could lead to a yellow-level emergency. With one singular FMS; it was very tough to communicate with dispatch and Maintenance Control on what was going on and potential solutions. It was also very tough to communicate with ATC as there was a constant; disorienting echo in the comms. Ultimately; we decided that the best decision was to work through our EICAS caution messages and run separate QRH procedures and prepare to land in ZZZZ. The weather conditions were less than ideal; but ZZZZ had an 11;000 foot long runway available that was reporting 5/6/5 on the RCCs with good visibility; gusty winds; and blowing snow. The EICAS messages associated with the QRH procedures ran were A/SKID INBD; IB SPOILERON; IB FLT SPLRS; and PITCH FEEL. The pitch feel QRH had us land with flaps 20. Before continuing in to land; I Requested Priority Handling ; briefed the flight attendants and passengers of an uneventful landing; and planned to taxi to the gate. I told the flight attendants that this would be a yellow level emergency with an electrical issue leading to possible secondary flight control issues and that we planned for a normal landing in about 10 minutes. There were no special instructions other than to not be spooked of possible ARFF (Airport Rescue and Firefighting) trucks nearby. On approach when we were visual with the airport; I took over the aircraft to do the landing. I still had airspeed; altitude; and LOC/GS data on my PFD (Primary Flight Display) . On landing; it was very gusty; but we landed within the touchdown zone and rolled to the end of the runway. After landing; we got additional display cool and avionics fan caution messages; which we ran a QRH for as well. We then taxiied into the gate. Cause: Mechanical failure.