Bill, I don't see a PCV valve in your pictures so I guess you have none at this point? CORRECT
but you didn't say what you did with the valve and/or plugging the hole in the intake manifold (from the removed valve).
Swapped the valve to a friend for other GMC engine parts and plugged the hole with a brass pipe plug.
So judging by your pictures, a small amount of vacuum is created by the carburetor inlet air moving past the connector that you welded into the air cleaner. Correct.
Attached pictures are of a 1948 GMC with the system connected. Ignore the rubber hose that was disconnected from the gas filter.
I think the original flow is as follows:
The oil fill is part of the draft tube which is vented (I think).
So flow is from the draft tube, crankcase, lifter galley, head, valve cover, tubing, PCV valve to intake manifold vacuum. That is how mine WAS, but I didn't have the correct vented oil fill tube. That is why I used (and continue to use) my "Mr. Gasket breather in the top of the tube I have.
I think having an oil trap inline with the PCV valve, regardless of where it is connected has merit.
Oil and sludge can cause the valve to stick. Being the internal spring is trying to push the valve wide open (engine not running), this is where the valve sticks after the engine cools down.
Wide open valve means lean fuel mixture.
To me the Chevrolet location of the PCV valve above the closed-up draft tube would be better to avoid oil related problems.
'57 GMC 102, Original 347 V8, HydraMatic, 3.08 rear gear, added A/C, disk front brakes, HEI, AFB carb, '98 Honda Black Currant paint. T-boned and totaled 10/12
'52 GMC 152 Stake Bed, Original 228, SM420, added A/C, HEI, disk front brakes, '67 Chev 3.55 rear gear. Gets used as a real truck.
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