I dropped some input into the development of this http://www.meesons.com/?s=Bike+guardian which uses the arrangement which worked the first automated bike hire unit in the UK (1996 Bikeabout in Portsmouth funded through the EU VIVALDI programme for using RFID cards for transportation 'purchase')
The unit can read an ACTIVE RFID key without the user having to present it to a scanning point, or could be Bluetooth enabled from an identified mobile device. Users have the option of also identifying their cycle, with an ACTIVE RFID tamper-sensing tag. This will associate the bike I/d with the user I/d and can also be set-up to automatically open the doors inbound, but require user I/d to take that bike away, additionally the ACTIVE RFID has a detection range of over 100 metres, so that a closed loop aerial covering the parking area can monitor the pulsed RFID signals from all bikes in the compound 24/7 and produce reports if required on bikes which have not moved in say 6 months.
The ACTIVE RFID tag is optional, and any person in the user population, with an ITSO RFID card or fob (eg matriculation card, staff pass, ScotRail smart card, Lothian Bus Ridacard....) can wildcard enable a single card for bike parking and other uses (eg car club, Scottish Travel Entitlement Card ....)
But back to making some lemonade with your citrous cycle parking.
The doors at present, I presume, have a detent equipped door closer system, so that the door latches when opened to 90 degrees, and has to be tugged off the detent to close again An alternative to this was something I looked at in 1998 for the HomeBikePark project, using fire door magnets, either with a timer, or a release detection system, which de-energised the magnet when the cycle and user cleared the doorway. Basic magnets fairly cheap from RS or any fire safety systems provider.
For @davidsonsdave
1) To load those trays as the design requires, you need the length of a bike as the aisle width in front
2) I'd wager that the tray pitch is 305mm centres (an old UK design standard for when 'all' bikes had handlebars less than 2 ft wide) The Dutch Fietsparkeur standard calls for 375mm, and I used 400mm (an 800mm handlebar envelope) in my 1997 report for DETR & Southampton City Council when proposing a Standard Bike envelope (Still widely used, rarely credited)
3) Designs of tray & tray equivalent incorporating a locking loop or side bar are available.
4) A properly specified double-sided version of this can store 26 bikes on a footprint of 2m X 5m (luess than 1 car parking space. Educate your architect
NB the original designs worked fine with full mudguards back in the day, unless some detail has changed
For @muran... One can probably expect a steady problem of enforcement & road muck in the lift will force a review of this daft policy?
Almost done, note that I've tried to get a UK bike parking supplier to promote & sell a German design of modular bike parking which keeps bikes neatly aligned, individually accessible, parks 26 bikes on footprint 3m X 5m, with no moving parts or 2.6m height required (2-tier racks). Trikes, tandems, boxbikes can also use the racks (but may block some adjacent spaces) The UK agent has no desire or interest in promoting this innovation, as architects specify hoops, or other even crappier products, & they want to sell high volume of anything that the client specifies.
I've also a design to attach along walls & railings to secure bikes neatly, within the width of the handlebars (80 cm envelope). The units are again modular and get a bike every 80-90cm. They can mount on a frame for fast & accurate installation, and require NO holes made in any pavement - important when a basement may extend out beyond a building wall, or an expensive paving system is on the site. When not in use, the units can be folded back against a wall, so that access to maintain the facade, or along a passage for a wide vehicle can be provided when occasionally required.
I'm finding this quite frustrating.
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