Minister, Halvdan Koht and woke up the day after, 9 April, with the German invasion of Oslo, seeing the German transport planes landing at the Fornebu airport from his brother Arne Næss's house in Holmenkollen. Næss was pessimistic about Norway's chances towards the German invasion and escaped Oslo on 10 April, heading westwards by air. The journey would be by train, air, car, and small boats. He ended up in Ålesund, where he volunteered as an interpreter for the British Expeditionary Force. On the way, he was twice locked up by Norwegian police, suspecting him of being a spy. After a few weeks in Ålesund, the British forces had to withdraw, and Næss followed them back to Britain. Back in London, Næss had to establish contact with the seven vessels operated by the group. Until the invasion, they had been controlled by the office in Sandefjord, Norway. These were the whale factory ship Vestfold (built in Framnæs shipyard), the tankers Norness, Norbris, Norlys, Norvinn, and the dry cargo vessels ,Nordal and Nortun. The British government also wanted control of his fleet, demanding to have the vessels on bare-boat charter. This was a blow to Næss, as he felt insulted by what he viewed as unfriendly treatment of a friend of Britain. Næss insisted on running the company himself, as he knew both the vessel and the crew. The British government initially did not accept this, and weeks followed where Næss was not allowed to contact his vessels or leave the country. The solution came through the banker Sam Guinness, as the companies had substantial amounts of US dollars in New York banks. This money could only be released by Næss, and the British government needed dollars. For $1,125,000, Næss got his travel permit to the US. In August 1940, Næs arrived in New York on the White Star/Cunard liner Scythia, and he immediately proceeded to secure premises in State Street for his company office. However, the British government was still insistent on controlling the vessels, and their weapon was the bunkering permit needed for British-controlled harbours. As Næss thought he was the most capable person to control the fleet, he took his case to the United States Maritime Commission. After a 10-minute meeting with its leader, Admiral Emory S. Land, in September 1940, he was instructed that two of his vessels should be chartered to the British and five to